MoreBikes April 2022 issue

On Two Wheels

WORLD LAUNCH

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An in-depth guide to an ICON: Honda’s 400 Four

FULL FACE THE SUPER COMMUTER? HELMETS The inside line SYM JoyMax 300

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Could this middleweight adventure bike be the one to bring Moto Morini back into the mainstream?

CRUISER COOL Sinnis Outlaw 125

Bag a biking bargain SIX ISSUES FOR £22* (*followed by £22 every 6 months)

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NEWS 3

A nod from the Editor What we’ve been up to this month...

BACK TO BRITAIN Triumph’s UK factory to build more than 20,000 bikes a year

Ross Mowbray

Lithe and lively

I

’ll come clean. I've never really spent a huge amount of time on ‘proper’ sportbikes. I’ve been in this gig a while now and I’ve ridden more than my fair share of naked bikes, and a good selection of the current and recent crop of supersport machines, but I’ve never really had a decent chance to play with something that’s been created primarily to go fast (other than the odd quick blast after prying the keys from the hands on one of my colleagues). But I’ve been spoilt this month. I’ve had Triumph’s new Speed Triple 1200 RR to play with.

It might not exactly be a superbike, but it's not far off – with all the right bits in all the right places, albeit in a slightly softer and easier to live with package. It goes very well as you can imagine, proving itself lithe and lively without being unruly, but I actually was most surprised by just how easy it is to get on with, offering surprisingly ample protection on a slog on the motorway and excellent manners around town. Of course, it looks spectacular too, with the bikinifairing up front a real triumph (yes, I went there...). The Triumph’s ignited something in me – and now I can’t wait to get my hands on another ‘big and fast’ bike. Which should I go for next?

After moving the last of its mass production to Thailand a couple of years ago, the British factory has now announced that it’s going to be building more bikes at its Hinkleybased factory.

The plan at the time was for Triumph’s UK HQ to focus on research and development, in addition to producing prototype, bespoke and top-end models, reducing its output from around 7000 bikes to 4500. Subsequently, that meant laying off some staff, too. Last we heard they were in consultation

Editor

with close to 50 UK-based employees, but as a result of the chaos caused by the pandemic, sadly it had to lose a few more. Triumph announced 400 job losses globally, 240 of which happened at the UK factory.

Thankfully, things are starting to look up, with strong sales (helped by the success of its Trident 660) and an expansion into new markets (namely China, South Korea and the Phillipines) meaning that Triumph needs to hire some staff and pick up production.

Speaking about the news, Chief Commercial Officer Paul Stroud said: “Sales were just over 81,500 motorcycles in 2021, 29 per cent growth on the previous year. We’ll have the Centre of Design Excellence, and an expanded production capability as well. It will start progressively, at a rate of 15,000 a year, then we’ll go up very quickly to beyond 20,000.”

Stroud added: “The thing that was basically the trigger was the growing

demand of our sales in Europe.

We’ll still be producing Tiger 1200s and 900s over in Thailand, but also producing more locally to sell to the local markets.”

He went on to say that the factory is expected to be running at full capacity within nine months – and it’ll be starting production with the Tiger

1200, followed by the Tiger 900, Speed Triple and Rocket 3 before the end of the year.

It’s great to have a bit of positive news for the British biking business, and with BSA and Norton recently beginning to ramp up production too, the future’s looking brighter than it’s done in a long time.

MCIA challenges government petrol and diesel ban plans The Motorcycle Industry Association has published a new document entitled The Journey to a Brighter Destination, which outlines the reasons why motorcycles and scooters should not be included in the ban on petrol and diesel cars and vans, which is set to be introduced in 2030.

It’s still not exactly clear what the plan is for powered twowheelers (PTWs), and with the UK plug-in grant scheme tweaked to make buying an electric bike or scooter less plausible for many punters,

​ oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray

the MCIA has taken steps to showcase the numerous benefits of two-wheeled transport.

The document outlines the positive effect of leisure motorcycling on people’s mental health; the Life Cycle CO2 emissions of a conventional petrol-powered motorcycle; the impact of motorcycling on the economy; motorcycle sport; delivery riders (who use petrol bikes to earn money); in addition to the lack of charging infrastructure (particularly when compared to what’s currently available for cars).

More specifically, it states: ‘The future can and will be bright for our sector, but if, and only if, the Government ensures the right level of support is in place, starting from now, both in terms of financial consumer incentives but also the time and investment needed for us to adapt to new powertrains, electrical or otherwise.

“The decarbonisation agenda is here to stay, and rightly so.

E​ ditorial design Fran Lovely Publishing director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production editor Mike Cowton

However, unlike other modes of transport, we face significant challenges when it comes to higher powered leisure motorcycles and their becoming zero emission at the tailpipe.

“Accepting net zero is the goal. There can, and must be, a transitional role to play for ICE engines as we look to head towards that end point.

We accept not every vehicle is appropriate for every type of journey, which is why MCIA has always been a strong advocate of the right vehicle for the right journey approach and extends to a right policy/ regulation/subsidy for the right vehicle approach, too.”

Without any clear and concise information from the Department for Transport, it’s difficult to predict what’s going to happen, but it’s great to hear that the MCIA is taking steps to encourage the Government to see sense and not include motorcycles and scooters in the initial ban.

Group Advertising Manager Sue Keily Divisional advertising Manager: Ashley Johnson Advertising Simon Meyer 01507 529310 Advertising deadline for May issue March 31, 2022 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529

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4 NEWS

MOTOGP-INSPIRED 890 DUKE

KTM’s revealed a special version of its 890 Duke, which takes inspiration from its RC16 MotoGP race bike.

Sadly, it’s not some tricked-out racer – but it does get a brandnew paint job, similar to the Tech 3 KTM Factory Racing team with logos for technical partners including WP, Motorex and Pankl Racing Systems. Aside from that, the specifications are the same as the standard 890 Duke, with 115hp and 92Nm of torque from its 889cc LC8c parallel twin motor, as well as WP suspension and Continental tyres as standard.

WORLD RAID Yamaha reveals trick Ténéré 700 With a bigger 23-litre fuel tank and upgraded KYB suspension, could the already brilliant Tenere 700 be about to get even better?

Yamaha’s just unveiled a new version of its beloved middleweight adventure bike, which features a load of extra goodies to make it even more perfect for traveling the globe (or the Trans Euro Trail).

The big news is the addition of a new 23-litre fuel tank, which means the bike is now capable of covering up to 300 miles from a single trip to the petrol station. That does mean it’s going to weigh at bit more, but it’s dual side mounted (KTM-style), to keep the weight distributed nicely.

There’s also upgraded suspension in the form of a set of 43mm KYB forks up front which are adjustable for preload, rebound and compression, and at the rear there’s a revised

linkage along with a new, fullyadjustable piggyback shock. Add to that an Öhlins steering damper with 18 clicks of adjustment, too.

Yamaha’s also upped the ante on the technology front. The base model was renowned for being remarkably back-to-basics, but the World Raid gets a smartphone-compatible 5-inch colour TFT dash and a new threemode ABS set up (which allows you to choose On, Rear Wheel Off and Fully Off).

That’s not all. To make it more capable in the dirt and more comfortable for long-range travel, Yamaha’s fitted a larger windscreen, a comfier seat, side wind deflectors, larger footpegs, an improved radiator

TEASER: HONDA’s new HAWK 11 is coming

Honda’s set to reveal a radical new 1100cc roadster at the Osaka Motorcycle Show in a few weeks’ time.

Called the Hawk 11, it’ll be the fourth model to make use of Honda’s 1100cc motor which powers the Africa Twin, CMX1100 Rebel and the recently introduced NT1100.

Rumours have been swirling in Japan about exactly what we can expect, and although details are sparse, a recently released teaser has given us our first look at the new bike (even if it is just the front end for now.

STAFFORD SALE

There’s going to be some seriously special machinery going under the hammer at the Bonhams Spring Sale as part of the International Classic Bike Show, which takes place from April 22-23 at the Staffordshire County Showground.

The big news is that there’s going to be two Brough Superior SS100s available: namely a 1929 996cc SS100 ‘Alpine Grand Sports’ Sprint Special which has an estimate of £70,000-£100,000, and a Matchless-powered 1936 982cc SS100 which has an estimate of £120,000-£180,000.

As you’d expect, there’s a whole host of rare motorcycles, parts and memorabilia up for grabs, and if you want to check out what’s going under the hammer in advance, you can have a look at the full brochure on the Bonhams website.

Affordable Adventure Chinese firm Voge has just revealed its new 650DSX Never heard of Voge before? The fledgling firm is a sub-brand of Chinese automotive giant Loncin (who have partnerships with several ‘big name’ manufacturers, including BMW).

We’ve actually got a road test of the factory’s first bike to be released into the UK in this very issue. It went down very well, winning plaudits for its commendable performance and excellent value for money – and now, Voge has just revealed a new model which aims to build on the successes of the 500DS: the 650DSX. Powered by a 652cc single cylinder motor which kicks out 47bhp and 44lb-ft of torque and sits in a steel trellis frame, the A2 licence compatible DSX comes with an 18-litre fuel tank, KYB suspension, Nissin brakes (with switchable ABS) and 19-inch front and 17-inch rear

spoked wheels clad with Pirelli Scorpion Rally tyres.

The off-road goodies don’t end there. It gets an aluminium bash plate; engine bars; footpegs with removable rubber bungs; and there’s a decent level of technology as standard too, with a TFT dash, a tyre pressure monitoring system and a USB charging port.

While it’s priced at £6399 for the standard model, for an extra £500 you can get the Voge 650DSX kitted out with a full luggage system (which saves you close to £400 on the RRP).

Voge is looked after in the UK

by Lexmoto, which has built up a solid reputation for itself selling affordable motorcycles and scooters to learners, commuters and small bike fans alike, which means dealer support looks to be in plentiful supply, too.

grille, a better engine guard and a new airbox.

From our perspective, they seem like a great set of additions that could make the Tenere appeal to more hardcore adventure riders. But you

will have to pay for the additional kit, with the new model coming in at a cost of £11,600 (which is a pretty substantial £1900 more than the standard bike). Is it worth it? Only you can decide.

6 NEWS

ISLE OF MAN TT 2022 All you need to know about the biggest road race on the planet.

Organisers have revealed a revamped practice, qualifying and race schedule, which features a selection of key changes – teasing some even bigger changes which are expected to be introduced for the 2023 TT.

Qualifying will stretch over six days, with the first (expanded) session on the afternoon of Sunday, May 29 – continuing for four consecutive nights from Monday, May 30, before finishing on Friday afternoon.

THE FULL SCHEDULE Sun May 29 13:30 13:50 15:30 16:30

Newcomers (speed control lap) Superbike, Superstock & Supersport Qualifying Supersport & Supertwin Qualifying Sidecar Qualifying

Mon May 30 18:20 20:05

Superbike, Superstock & Supersport Qualifying Sidecar Qualifying

Tue May 31 18:20 19:25 20:05

Superbike, Superstock & Supersport Qualifying Supersport & Supertwin Qualifying Sidecar Qualifying

Wed June 1 18:20 20:05

Superbike, Superstock & Supersport Qualifying Sidecar Qualifying

Thu June 2 (UK Bank Holiday) 18:20 19:25 20:05

Superbike, Superstock & Supersport Qualifying Supersport & Supertwin Qualifying Sidecar Qualifying

Fri June

13:00 14:10 15:05

3 (UK Bank Holiday)

Superbike, Superstock & Supersport Qualifying Supersport & Supertwin Qualifying Sidecar Qualifying

Sat June 4 10:30 12:00 15:00

Solo Warm-Up [one lap] RST Superbike TT [six laps] 3wheeling.media Sidecar TT Race 1 [three laps]

Mon June 6 10:30 11:45 14:45

Solo Warm-Up [1-lap] Monster Energy Supersport TT Race 1 [four laps] RL360 Superstock TT [four laps]

Wed June 8 10:30 10:50 11:45 14:45

Solo Warm-Up [one lap] Sidecar Shakedown [one lap] Bennetts Supertwin TT [four laps] Monster Energy Supersport TT Race 2 [four laps]

Fri June 10 (Isle of Man Bank Holiday) 10:30 12:45

There are also some changes to the race day programme, with introduction of a single lap warm-up taking place the morning of the race in an effort to streamline the daily schedule (and make things safer, too).

Clerk of the course Gary Thompson, said: “After Saturday’s planned qualifying session was cancelled in 2019 due to adverse weather, we ran an extended afternoon session on the Sunday, which not only allowed us to get back on the front foot as far as track time was concerned, but also gave us some real insight as to how well an opening afternoon session works for the competitors.

“It was a popular idea, not only because of the lengthier session in daytime conditions, but also it takes away that awkward single-day break we get between the first sessions when held on Saturday and Monday.

We’re not interrupting the riders’ learning process, and when we think about their overall commitment and pre-event preparation, we’re asking a little less from our teams and competitors, too.”

3wheeling.media Sidecar TT Race 2 [three laps] Milwaukee Senior TT [six laps]

BIG CHANGES FOR 2023

There are a few small changes happening to the way things are done for 2022, but next year organisers have confirmed they’re going one step further, with the launch of an extended race schedule.

The plan is for the number of race days to increase from four to six – and the total number of races to increase from eight to 10, with the introduction of a second race for both the Superstock and Supertwin TTs.

Aside from the Zero TT being dropped from the running, it’s pretty much business as usual. The racing will kick off on Saturday, June 5 with the Superbike TT and the Sidecar TT. On the Monday it’s the Supersport TT, followed by the Superstock TT. The Wednesday will see the Supertwin TT (which is the rebranded Lightweight TT) and the second Supersport race.

The second sidecar race of the week kicks things off on Friday, before the iconic event on the racing calendar wraps up with the big one: the Senior TT. There’s also a TT+

Pass, which will allow fans to watch live coverage of this year's event for a one-off payment of £14.99. For the money you’ll get access to 40 hours of live qualifying and race coverage, including all the pre-and post-race analysis.

Matt Roberts, Amy Williams and Jennie Gow will be doing the presenting; TT regulars Dave Moore and Andrew Coley will be on hand to look after commentary; Cameron Donald and Steve Plater will return as pundits; and Rick Faragher will be on hand in for pitlane insights and interviews.

THE TT GOES LIVE Don’t worry if you’re not able to make it to the Isle of Man this year… there’s a new live streaming service being introduced which means you can watch all the action from your sofa.

Organisers have revealed plans for its own digital channel which will provide full live coverage of the iconic road racing event.

TT+ promises to be packed with free-to-access content including documentaries, features, interviews, on-board action and a rich archive of highlights from recent TT races.

NEWS 7

Indian reveals new V-TWIN powered tourer: The Pursuit Indian Motorcycle has just unveiled a new tourer with a liquid-cooled PowerPlus engine, a full suite of technology, a chassis-mounted fairing and loads of touring goodies.

The Pursuit builds on the success of the Challenger, and uses the same 1768cc, liquid-cooled V-twin motor which kicks out 90kW (121 hp) and 178Nm (131 ft-lb) of torque. There’s also the capability to customise the bike’s throttle response to suit one’s riding style (or the road conditions) by selecting from three ride modes (Rain, Standard and Sport).

It’s big on comfort, too. There’s a chassis-mounted fairing, an adjustable windscreen and some vented lower fairings, which all work to provide protection without compromising handling. There’re integrated lights in the lower fairings,

heated grips, and there’s even a new Heated Touring Comfort seat. And for lugging stuff about, there’s a trunk and saddlebags which offer a massive 133 litres of storage between them.

There’s also a glove-friendly, seveninch touchscreen display which offers Apple CarPlay compatibility, along with GPS turn-by-turn navigation (and a few other clever features).

The Pursuit comes equipped with an all-new electronically adjustable rear suspension set up from Fox, some race-spec radially-mounted Brembo brakes, Metzeler Cruisetec, and it also gets Indian’s Smart Lean Technology, which uses a Bosch IMU to offer cornering control using the dynamic traction control and ABS systems.

As you’d expect, there’s also a massive range of additional kit available for the Indian Pursuit.

There’re two kit options for the Hard Lower Fairings, a set of Mitered Mid-Rise Handlebars, LED lighting options and various soft luggage pieces. There’s space for additional storage compartments or an Indian Motorcycle PowerBand Audio Kit. There are two different versions available. The Limited and the Dark Horse. The Limited Pursuit is available in Black Metallic and Alumina Jade, while the Indian Pursuit Dark Horse will be available in Black Smoke, Silver Quartz Smoke and Quartz Grey. The black version of the Limited is the cheapest, coming in at £27,695. The black version of the Dark Horse is £27,895, up to £28,195 for the silver or £28,995 for the grey.

The Alumina Jade Limited is the priciest though, coming in at £29,095.

No news on availability just yet.

8 PRODUCTS

✪ OUR TOP PICKS ✪ OUR TOP PICKS ✪

There’s probably more choice of biking kit than ever before, but to help you get the most from your hard-earned cash, we’ve handpicked a few of our favourites that we’ve seen in the last month for your consideration.

Cardo Freecom 4x intercom Single £235, pair £435 | www.cardosystems.com The FREECOM 4x features ‘Live Intercom’, an auto-reconnecting Bluetooth connection for two-four riders up to a total 3.6km range.

It’s waterproof, has over-the-air software updates and 40mm JBL

speakers with three JBL-designed audio profiles. It has universal connectivity, so can pair with any other Bluetooth headset, and features fast charging and a 13-hour battery life. You can stream music or use the built-in FM radio, listen to GPS instructions and take calls on the go. There’s a two-year warranty.

LS2 Explorer C helmet £320 | www.ls2helmets.com LS2’s Explorer C dualsport helmet gets a trio of fresh colour options for 2022: matt green, red or yellow.

The 100 per cent carbon fibre shell uses a high grade 6k twill weave and the whole helmet weighs in at just 1380g. The visor is Pinlockready (a Pinlock anti-fog shield is included as standard), and a drop-down sun visor instantly deals with glare.

The peak is adjustable and can also be removed. An Emergency Release System means that the helmet can be removed with minimal movement off a fallen rider’s head and neck.

Keis J801 heated leisure jacket £260 | www.keisapparel.com Keis’ new J801 Heated Leisure Puffer Jacket is designed to be worn under a motorcycle jacket as a midlayer, or as an outer garment for leisure pursuits. The jacket features 3M Thinsulate featherless insulation as well as the heating elements.

Three levels of warmth are available – set via the fully integrated power controller on the left side chest panel – with lighting to indicate the selected power setting: Low (green), Medium (amber), and High (red).

Power comes from a portable Keis 2600mAh battery, which sits in its own dedicated pocket. It’s capable of providing up to six hours of warmth.

Nomad D3O Cotec jacket £350 | www.merlinbikegear.com The Merlin Nomad jacket uses Cotec – a lightweight, breathable, 8oz Merlin-exclusive waxed cotton made

by Halley Stevensons – in its construction for a breathable, yet durable, touring option. A seven-piece D3O armour set is pre-fitted to the shoulders, elbows, back and chest. Inside the jacket, a zip-out Reissa waterproof membrane is attached to a 125g thermal liner.

Zipped vents on the chest can be opened and the weatherproofing liner removed for full, all-weather wearability It’s available in two colours: black or olive.

Kovix KGA ground anchor £100 | www.thekeycollection.co.uk The new Kovix KGA secures a bike or scooter using only a chain – no padlock required.

Made from steel and zinc alloy, with a corrosion preventative treatment, the Kovix KGA can be used indoors or out, and mounted on to floor or wall.

Designed to accept chain links of 10, 12 or 14mm diameter, the compact KGA measures only 112mm across and 55mm high.

GIVI Remove X £TBC | www.givi.co.uk

The Remove X is the new GIVI soft bag attachment system to stabilise any type of saddlebags on the motorcycle. The supports can be almost completely unhooked from the bike, leaving only a small anchored support.

The system is made up of a small support that

remains on the motorcycle and two bars (where the saddlebags are secured through the use of straps), with the ability to remove and reposition the luggage using a lever.

The supports are modelspecific, so check the website to see if they fit your bike.

READERS’ RIDES 9

In partnership with EBC Brakes The icon. Daniel Mawson’s RD350LC

We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a ride. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see.

Here’re some of our top picks from the last month.

Loud and proud! Mark Winstanley’s Honda Fireblade

Classic racer! Graeme Birrell’s Suzuki GS1000S Bellissimo! Stefano Camperi’s sleek Ducati Streetfighter in the motherland

From Pakistan with love. Belal Aziz’s Suzuki GS150

Good things come in small packages! Bruce Groom’s Honda Monkey 125

John Joyce’s Triumph Speed Triple who’s still keeping things sporty at the age of 76!

Race ready! Simon Donaghy’s sleek Ducati. Check out that Akrapovic system

John Gudgeon’s Moto Guzzi V7III outside The Stag in soggy Moffat after a 300-mile shakedown ride from West Norfolk. “The V7 is great.

Comfort, range of nearly 300 miles, all the performance you need, character and heritage in spades.

The Stag offers a great location, great food, and accommodation at modest prices.”

NOT MANY PEOPLE KNOW THIS: The Guzzi Eagle commemorates Giovanni Ravelli, one of Carlo Guzzi’s two partners in the original venture.

Ravelli was in the Italian Air Force and was killed in a flying accident soon after they started. They adopted the eagle, emblem of the Air Force, in his memory. Nice that we still remember him today, don’t you think?

Two-stroke heaven. Richard Vanag’s the proud owner of this tidy TZR from Yamaha

Ken Kind’s much-loved 1999 Kawasaki GPZ500S

John J Barber’s gleaming Honda CBR 1100XX Blackbird admires some twisties

Tim Jones’ KTM RC8

10 EVENTS

BIGGEST BIKER EVENTS OF 2022 With the warmer weather that marks the start of the biking season nearly upon us, it’s time to start thinking about what you’re going to do and where you’re going to go on your pride and joy. To help you out, we’ve picked out a handful of our favourite events to make it easier than ever to fill up your weekend with some of coolest events on the biking calendar.

APRIL 19-21

traders selling everything from bikes to books, you don’t need to be crazy about motorcycles to enjoy a great day out.

If you’re into your racing, Silverstone is the best place to be from April 19-21 for the first round of the 2022 British Superbike Championship. As always, you can also expect a busy timetable of support races, including the British Supersport Championship, British Motostar Championship, National Superstock 1000, and National Superstock 600. If you’ve never been to a BSB round before, it's a cracking day out for all the family and a great opportunity to get up close and personal with some of the best motorcycle racers in the country.

MAY 27-29

Bennetts British Superbike Championship

APRIL 23-24

The International Classic MotorCycle Show

The Bike Shed Show

‘For the people who love motorcycles, and the people who love people who love motorcycles…’

Custom motorcycles, art, photography, live music, bars, great coffee, quality street food, a barbershop, tattoos and much more. The Bike Show has something for everyone, no matter whether you’re a biker or not. That said, if you’re into the new wave custom scene, this is the event for you. With a raft of shed and pro-built bikes, pop-up shops and more, you’ll be spoilt for choice. And as you’re in town, it’s worth swinging by the Bike Shed HQ in Shoreditch, too.

JUNE 24-26

The annual Spring show at Stafford is the biggest Adventure Bike Rider classic bike show in the world. It’s packed with Festival thousands of classic machines and is the natural If you’re into all things adventure, the home for bike clubs to meet and show off their Adventure Bike Rider Festival should be motorcycles. It boasts the largest autojumble a must-do in 2022. With opportunities to anywhere in the UK, too, so with hundreds of

ride the latest and greatest adventure bikes on the market (though it is advised to book in advance) and a selection of different tracks and trails to test your skills, it’s a truly unique event for fans of the rough stuff. You can also expect guest speakers, live music, enduro courses, guided green lane ride-outs, masterclass sessions and a choice of good grub and beer.

JULY 21-24

Malle Mile

Firmly established as a must-do event for people who like old bikes and good vibes, the Malle Mile continues to grow and grow with each year. The madcap event is a true celebration of ‘built, not bought, then spanked down a grass track’. There’s racing taking place right throughout the weekend, so you will be able to enjoy The Mile Sprint; The Hill Climb; The Malle 100; The Dash; The Derby, and the Art of The Sprint. It’s based at Grimsthorpe Castle just outside Peterborough, which is a perfect setting for a weekend of biking hijinks. It’s a properly cool event that’s unlike anything else going on in the UK, so make sure you get along!

JULY 29-31

Camp VC

Camp VC’s a women’s only outdoor and adventure weekend which takes the chance to showcase, celebrate and support incredible women doing awesome things. It sounds like it’s a hell of a weekend with motorcycles; camping; ride-outs; beginners’ motorcycle lessons; skateboarding; dirt-biking; free workshops; film screenings; live talks and discussions from inspiring women in adventure and sports; photography; live music; partying and more all on offer in the Brecon Beacons.

NOVEMBER 19-27

Motorcycle Live

No list of biking events would be complete without a listing for one of the biggest and best motorcycle shows on the UK calendar. It offers the perfect opportunity to check out in person the latest offerings from some of the biggest names in the game. There’s also a wide range of experiences to get involved in, if you fancy doing some riding yourself. You can also expect a massive selection of trade stands offering parts and spares, riding kit, tours and more.

The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

The firm deals with personal injury claims and its sister company, Motor Defence company, Solicitors, Motor deals Defence withSolicitors, all the motoring deals with offences. all White the motoring Dalton lawyers offences.have White a vast Dalton knowledge lawyers have of abike vastlaw, knowledge and theyofhave bike full law,bike andlicences, they havetoo. fullThey bike licences, don’t act too.for They insurance don’t act companies for insurance or the prosecution. companies orWhite the prosecution.

Dalton is Britain’s White premier Dalton isspecialist Britain’s premier motorcycle specialist law practice, motorcycle and law if its practice, professionals and if its don’t know professionals the answer don’t to know your question, the answer there to your probably question, isn’t there one.probably Don’t rely isn’t on one. the Don’t advice relyfrom on the your advice insurancefrom appointed your insurance-appointed solicitor, get proper solicitor, get independent proper independent advice. advice.

For road traffic offences, call the Motor Defence solicitors on 0800 280 0912.

For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.

Need advice If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk. The best Q&A will be published in MB, in confidence, of course.

Q&A

WHITE DALTON 11 Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

Q

I must admit I have been a bit of a plonker. I’ve been riding motorbikes for the past 30 years and was proud of myself for never getting into any trouble. However, a couple of months ago I popped round to see my teenage grandsons. They are both motorbike mad and wanted to come out with me for a ride as pillions. I’ve got an FJR 1300, so the oldest lad got kitted up and I took him out for an hour or so, taking in the local countryside and then a quick whip round the ring road.

When I got back, the youngest grandson was already suited and booted and ready to go. As a bit of a laugh, I decided to put them both on behind me. We literally just rode up and down the cul-de-sac where they live. We were doing about five to 10 miles an hour, and my daughter (their mother) was videoing us with her phone, laughing. It was all very jovial and there were no cars about. Unfortunately, at that point the Police drove past. I heard the brakes slam on, then saw them reverse at speed and swing into the cul-de-sac. The young copper then went ballistic, saying I was a danger to the public, etc., and that he was going to nick me for riding without insurance because there was three on the motorcycle instead of just two, i.e., the rider and pillion. I’ve now got a court summons for riding without insurance. However, as I did have insurance, I’m wondering if I can actually defend this, even though there were three on the bike.

What do you think?

A

Firstly, I’m not going to judge you. Whilst I get that ‘three up’ on a motorbike is a silly thing to do, I could see myself doing something similar years ago before becoming a motorbike solicitor.

Personally, I can see why he stopped you, but it sounds like the copper was a bit over the top and a telling off may have been the best thing.

However, he didn’t so you’ve got to deal with it.

Where the copper has gone wrong is you cannot

be done for riding without insurance in this very particular situation, as you do have insurance.

Further, even if the insurance policy states it only covers the rider and one pillion, under s.148 RTA 1988, insurance companies cannot validly restrict an insurance policy by reference to any of the matters listed in s.148(2). One of these ‘matters’ is the number of persons that the vehicle/ motorbike, etc., carries.

This means that even where an insurance policy purports to impose a restriction based on this, insofar as this criminal allegation is concerned, that restriction is of no effect and the policy should be read as if the words containing the restriction had been struck out. The Judge in the case of Oldham BC v Sajjad [2016] said it better than I could. He said: “If the restriction is rendered ineffective by the operation of s.148 then the policy is to be read, as it seems to me, as if that restriction was treated as deleted in blue pencil from its wording.” Therefore, you do actually have a defence for riding without insurance in this very specific case. My advice is go and defend this.

Q

I was having a debate with my mate down the pub last week. We were sitting there talking cobblers as usual. He reckons his cousin, who is in insurance, told him that if a rider turns all the traction control/rider aids off on their bike and then has an accident, it will automatically be their fault, i.e., because if it had all been left turned on they would’ve been able to stop properly. I’m now really worried because I had an accident on my ZZR 1400 as the power was set at full, and the traction control was turned off. However, as the lorry just pulled out of a side road and into the left -hand side of me, I just cannot see how I would automatically be at fault. Do you agree?

A

I find it’s always wise to apply a bit of caution when getting an ‘expert opinion’ at the pub. If you then add in ‘X’ told me and the ‘Chinese whisper’ factor, you may end up getting the wrong end of the stick. It appears that is what has happened here because you will not ‘automatically’ be to blame if you turn off all the rider aids and then have an accident. It is not a legal requirement to have them, so legally you can turn them off. Further, by that logic, it would mean every rider who was involved in an accident whilst riding on an ‘old bike’, i.e., without rider aids, would automatically be to blame. From what you have said, you should win 100% on liability. Ignore the naysayers.

For more info, go to:

SOLICITORS

www.whitedalton.co.uk

12 COMPETITION

NEW COMPETITION ✪ FOR 2022 ✪

NAME THE BIKE WIN this Duchinni Helmet

To be in with a chance of winning this helmet from Duchinni, all you’ve got to do is identify the blacked-out bike in the image and send us your answer and your details either online or in the post. We’ll then pick the winner from an upturned helmet crammed with correct answers – and that person will be sent a brand-new lid that’ll help look after your head should the worst happen. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Worth £79.99

Duchinni Helmet

There’s no substitute for a goodquality motorcycle helmet. But to get your hands on and head in one can be a bit pricey. That’s why we’ve teamed up with the good people at The Key Collection to offer you the chance to win one of Duchinni’s D977 helmets. Available in a wide variety of colour schemes, the D977’s constructed from synthetic ABS and fibre composite and comes with an advanced active airflow system (which means there’s a load of vents and channeling through the EPS liner).

Clipped together using an adjustable quick-release buckle; its interior is removable and washable; there’s a chin curtain to mitigate wind noise; a breath deflector to help prevent visor fogging; and an anti-scratch visor with a bundled Pinlock to boot.

■ For even more information visit: www.thekeycollection.co.uk

■ YOU can also ENTER online! Just check out the MoreBikes social media channels for more information.

COMPETITION 13

Last Month: Did you get it?

Last month’s bike was the iconic BROUGH SUPERIOR

Here’s the legal bit that you need to know

To be in with a chance of winning, fill in your details on the form or enter online and return to: MoreBikes, Duchinni Helmet 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: April 8, 2022 Answer:.............................................................................................................................................................................................................................

Mr / Mrs / Miss / Ms (please circle) First name:...................................................................................... Surname:..........................................................................................................................

Address:...................................................................................................................................................................................................................................

Town/City:........................................................................ County:....................................................... Postcode:....................................................................

Email:......................................................................................................... Telephone:............................................................................................................

There are no cash alternatives available. The winner(s) of the Duchinni Helmet will be the first name(s) drawn at random from the upturned MB helmet. Terms and conditions apply.

To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy

14 BUYING GUIDE

FULL-FACE HELMET

Full-face helmets are the safest, quietest and most widely used helmets. What makes them so special? We found out.

THE ANATOMY OF A FULL-FACE HELMET Full-face helmets are pretty simple pieces of kit, but the devil is in the detail. Do you want yours to have an internal sun visor or removable liner, for example? Or would you like it to be as light as possible?

All of these are possible, but to have everything in one helmet might just push the price up a bit.

FEEL THE WIND IN YOUR HAIR Good ventilation is essential to keep your head cool in the summer and the visor mist-free in the winter. Vents are usually located in the chin, top of the helmet and at the back.

SHADES OR SUN VISOR Some helmets have internal sun visors that can be used whether the main visor is in the up or down position, while others feature an external sun visor or a tinted lens that you can attach to the visor. As a cheap alternative, grab a pair of shades before you hit the road.

TWO EYES GOOD, FOUR EYES BETTER If you wear glasses when you ride, make sure that they fit well under the helmet. You’ll soon regret buying a helmet that constantly pushes your glasses up or down as you’re riding along. It’s also worth checking that the internal sun visor doesn’t catch your specs (if the helmet has one, of course).

CLEAR VISION Having a Pinlock lens or a similar antifogging system on your visor makes a huge difference. Keeping the visor mist-free will make riding easier, safer and more fun.

Shoei RYD

£299.99 / www.shoeiassured.co.uk

It might have been around a few years, but Shoei’s mid-range RYD is an excellent helmet. We’ve covered thousands of miles in one over the past few years, and it’s still one of our go-to lids (partly because it takes an intercom so well).

FRESH AS A DAISY Most new helmets have a removable and washable lining, but it’s best to check before buying.

Keeping the lining clean will not only make the helmet less pongy, but also extend its lifespan.

HEAVY HEAD? Weight matters. When you’re trying a helmet on, move your head around to see if it feels heavy and if there’s more stress on your neck muscles than you’re happy with.

MATERIALISTIC? TOO RIGHT! The outer shell of the helmet can be made from various different materials, with the main difference being weight and strength.

Polycarbonate, fibreglass and carbon fibre are all popular options, with the latter being the lightest, strongest and therefore the most expensive.

AS SHARP AS THEY COME The main purpose of the helmet is to protect your noggin in case you have an accident. To get a good idea of how safe any helmet is, have a look at the governmentrun SHARP website (sharp.direct.gov.uk) that publishes independent crash test results of helmets sold in the UK.

BUYING GUIDE 15 IF YOU DON’T FANCY A FULL-FACE LID...

HOW ABOUT ONE OF THESE?

Bell Cruiser

Airoh Valor

£119.99 / www.bellhelmets.co.uk

£119.99 / www.airoh

OPEN-FACE

Airoh might be much better known for its off-road lids (and their affiliation to a certain Mr. Tony Cairoli), but it’s also been knocking out decent-quality helmets for road riders for years.

ACU approved with a big old visor that helps to offer a nice, wide view of the road (or track) ahead, the Valor is a great bit of kit that’ll help keep your noggin safe without breaking the bank.

As simple as they come, but not as protective as full-face lids.

CAN I USE A HELMET AFTER I’VE DROPPED IT?

No. We’d never risk it and neither should you. There’s no set formula as to whether the helmet will be fine or not so the best course of action is to take it your local helmet specialist for a onceover. If the dealer’s not sure, it might be worth sending it back to the manufacturer for a full inspection.

£499.99 / www.bikerheadz.co.uk

Arai Quantic

£499.99 / www.whyarai.co.uk We’ve got a lot of love for the iconic Japanese brand’s middle-of-the-range Quantic. It’s not exactly cheap, but we’ve covered thousands of miles in it over the last couple of years and it’s very, very good. It’s comfortable, there’s excellent venting, the pads are easy to remove and clean, and it’s easy to get on with. Oh, and it looks great, too.

LS2 Challenger HPFC £220 / www.ls2helmets.com LS2 seems to have been going from strength to strength in recent years.

The Chinese firm first made a name for itself with its budget helmets, but recently, it’s more expensive flagship models have caught our attention.

This one’s a proper high-performance number designed and developed with the help of MotoGP, Moto2 and Moto3 riders – and it’s ready to race.

Shark Varial £259.99 / www.shark

PEAKED

The peak is useful in shielding your eyes from dirt and low sunlight.

Schuberth C5 Pro FLIP-FRONT The best of both worlds? Flip-front helmets are the most versatile.

16

WORLD LAUNCH: MOTO MORINI X-CAPE 17

THE GREAT

X-CAPE

It may have been built in China, but there’s little doubt that Moto Morini’s X-Cape is Italian – thanks to its tricolore paint scheme, Marzocchi suspension, Brembo brakes and Pirelli tyres.

But does the latest Moto Morini have some fire and flair, or is it another compromised copy that’s a little less capable than the Kawasaki Versys 650 on which it’s loosely based…?

WORDS: Ross Mowbray PHOTOGRAPHY: Florian Meuret and Rodolphe Herpet

18 WORLD LAUNCH: MOTO MORINI X-CAPE

It might have been a little while since you’ve heard anything about Moto Morini, but the Italian firm is still here. It’s another one of those iconic Italian manufacturers that has endured multiple changes of ownership and brief periods of inactivity, but since being bought out by Chinese automotive giant Zongshen in 2018 things have been a bit more steady.

Recently it’s been knocking out a small range of slightly unique models that include the naked Corsaro, the retro-styled Milano and the V-twin powered Super Scrambler. But it’s shaking things up for 2022 with the introduction of a new middleweight adventure bike: the X-Cape 650.

It should come as no great surprise that Moto Morini has chosen to fight for a slice of the mid-sized adventure bike market. Kawasaki’s Versys 650 (with which the X-Cape shares plenty) has been cleaning up for years, the only real choice for bikers of a certain persuasion who know that you don’t need 1000cc and 120bhp to have an adventure. But there’s been an influx of new machines and there’s more choice than ever before. The Italian-designed, Chinese-built Benelli TRK-502 has been topping the sales charts in Italy (and has sold respectable numbers in the UK too), while Yamaha’s Tenere 700 has been a runaway success since its introduction a couple of years ago. Aprilia’s Tuareg 660 has been receiving favourable reviews since its release, and there’s little doubt that Triumph’s Tiger 660 will be a well-built and well-thoughtout option, too (particularly when you consider the success of the Trident on which it’s based). Even MV Agusta’s

WORLD LAUNCH: MOTO MORINI X-CAPE 19 TECH SPEC Moto Morini X-Cape

Price: TBC Engine: 650cc liquid-cooled, four-stroke parallel twin Power: 60hp at 8250rpm Torque: 56Nm at 7000rpm Frame: Tubular Steel Frame Suspension: (F) Marzocchi USD telescopic fork with 160mm travel (fully adjustable for preload, and compression and rebound damping) (R) Marzocchi single shock absorber with 135mm travel (adjustable for preload and rebound damping) Wheels/Tyres: (F) 19-inch wirespoked/110/80-19 Pirelli Scorpion Rally STR (R) 17-inch wire spoked/150/70-17 Pirellli Scorpion Rally STR Brakes: (F) 300mm twin discs with ABS (R) 255mm single disc with ABS Fuel tank: 18 litres Seat height: 820-845mm Weight: 213kg Contact: www.motomondo.com

getting involved, with the recent announcement of its Dakar Rallyinspired 5.5 and 9.5. It’s clear that there’s plenty of appetite for these sort of bikes – but the big question is if the X-Cape 650 stacks up against some stiff competition? We went out to the adventure bike playground of Corsica to put it through its paces and find out.

It definitely looks the part. There’s a hint of Ducati’s Multistrada and Honda’s Africa Twin in there, but the rally-style front fairing helps to set it apart. The big 18-litre fuel tank flows nicely into the two-part bench seat, while the wide bars, tall screen and angular LED headlight give it plenty of on-road presence. I actually think it’s one of the best-looking bikes of the year. One small disappointment is the low-slung exhaust, which looks a bit out of place on a Rally Raid-inspired ride (and could cause problems for the more adventurous riders among us). That said, Moto Morini did tell us on several occasions that it doesn’t really consider the X-Cape an off-roader. They see it primarily as a road bike that has some degree of capability on the rough stuff – which is why they opted for a 19-inch front wheel rather than a 21-inch. It’s a sensible move, particularly when you consider how many of the current crop of adventure bikes tackle anything trickier than a bit of gravel in the pub car park.

There’s a nice selection of premium quality Italian kit fitted to the bike as standard, including Brembo brakes, Marzocchi adjustable upside-down forks and Pirelli Scorpion Rally STR tyres. There’s plenty of other good stuff too: an adjustable screen; adjustable

levers; a dual-USB charging point; and a 7-inch TFT dash (which supports Bluetooth connectivity).

It’s a nice, simple system which is intuitive to operate and offers all the usual information (and is operated using the up and down buttons on the left-hand switchgear).

It’s a comfortable place to be, too.

While the 845mm tall seat isn’t exactly plush, the hands, knees and feet ‘rider-triangle’ combination proved spot on for my 6ft 1in frame even after a long day in the saddle. I could get both feet flat on the floor with room to spare and shorter riders joining me on the launch had no trouble managing to do the same.

20 WORLD LAUNCH: MOTO MORINI X-CAPE

There’s a decent level of equipment as standard, including an adjustable screen, LED lights, a dual-USB charging point and a 7-inch TFT dash (which supports Bluetooth connectivity).

There’s a sizeable 18-litre fuel tank which should help you see over 200 miles before you need to take a trip to top up.

It’s not the biggest bike in the world, with an 820-845mm seat height (depending on which setting you choose) helping to make it easy to get on with for shorter riders.

There’s a choice between spoke and cast wheels, but no matter what you’ll get a 19-inch front, a 17-inch rear, and some knobbly tyres from Pirelli.

A modest 60bhp and 56Nm of torque is offered from the 649cc, liquidcooled twin-cylinder engine which is essentially a Kawasaki ER-6 unit that’s been built under licence.

There’s some top-quality kit fitted as standard, including brakes from Brembo (with switchable Bosch ABS) and Marzocchi suspension.

WORLD LAUNCH: MOTO MORINI X-CAPE 21

The 649cc water-cooled in-line twin cylinder engine is a slightly less powerful copy of the motor that drives Kawasaki’s Versys 650 which has been built under licence

by Zongshen. It kicks out an ample, but not exciting, 60hp at 8250rpm and torque of 56Nm at 7000rpm. You’ve got to work it hard to get the most out of it, but when you do it offers a very rewarding ride. There’s plenty of punch low down in the revs to get up to pace quickly, while there’s enough in the bank to make higher speed overtakes a relatively straightforward affair. It’s not the quickest bike in the world (it was never intended to be) and is less powerful than most of the competition, but some spirited riding on some twisty roads proved that it was more than capable of getting a hustle on when required. There is an A2-restricted version of the bike due to be available imminently too, for riders who are working their way up through the licence categories.

The Brembo callipers grab a pair of 300mm discs up front and a 255mm single disc at the rear to offer plenty of stopping power.

It’s not the sharpest or most refined of set ups, but there’s plenty of bite to haul the X-Cape 650 up – though you will need to get used to giving the lever a good squeeze if you need it to happen quickly. The Bosch

ABS did its job perfectly, with no unsettling interferences during ‘normal’ riding on the road. Suspension is looked after by a set of adjustable Marzocchi USD forks with 160mm of travel at the front and a single shock with 135mm of travel at the rear. It’s fairly soft as standard, so you’ll notice a bit of dive at the front under heavy braking and a bit of bouncing around at the rear if you barrel over any lumps and bumps with too much gusto.

That said, it never felt particularly unsettled on the chewed -up Tarmac in the Corsican hills and offered a respectable balance of comfort and performance. It handled well.

Much better than I expected it to actually – though it is a fairly hefty adventure bike, so it’s all relative.

The 19-inch front and 17-inch rear wheels (which come shod with some Pirelli Scorpion Rally STR tyres) are available as either spoked or cast. The model that comes with the spoked ones is an additional £500, but personally I reckon it’s worth the money.

They look far better and also mean that you’re better prepared should you decide to take a foray on to the rough stuff. Speaking of which, we only had a very brief opportunity to take the X-Cape off-road on a couple of dry, dusty trails, but first impressions were good. It’s never going to be as capable as the lighter

and more lithe Tenere (it’s the benchmark in this class), but it felt natural enough in the dirt thanks to its amiable standing position, switchable rear ABS and removable footrest inserts. I’m hoping to get my hands on a test bike very soon to give it a bit more of a thorough test off-road and take the chance to tackle some trickier (and no doubt muddier) trails in the UK. The X-Cape might be built in China, but don’t let that put you off. Moto Morini’s parent company Zongshen means business.

Since its inception in 1992 it’s built a solid reputation for its motorcycles, quad bikes, generators and engines – and alongside partnerships with Harley-Davidson and Piaggio, it claims to produce over 1,000,000 motorcycles each year. And it clearly know what it’s doing because the X-Cape 650 is a commendable effort. It looks great and comes kitted out with a decent selection of quality kit. It’s no budget offering though… with the cast wheels it’ll set you back £6999 and with the spoked wheels it’ll cost £7499.

That’s almost as much as the tried and tested Versys 650.

That said, I do think that Moto Morini’s X-Cape 650 is well worth a look if you’re in the market for a new middleweight adventure bike. It looks good and handles

well, even if it does appear to be a slightly left-field choice at first glance.

It’s available in three different colour schemes (Red Passion, Smoky Anthracite and Carrara White) with a choice between spoked and cast wheels, but there’s also a decent range of aftermarket accessories available direct from the factory, with a choice of aluminium luggage (the same that’s fitted to the bike we tested and photographed); a larger, tinted touring screen; crash protectors; more aggressive hand guards; a bash plate; and an even lower 820mm seat. There’s no information on prices just yet, but it’s always best to have a word with your dealer of choice and see what they can do for you.

Speaking of dealers, the Moto Morini network isn’t exactly expansive at this moment in time (with the website listing a grand total of five across the entirety of England, Scotland, Northern Ireland and Wales). That could be about to change, though. Distribution in the UK has recently been taken over by MotoMondo, a Dutch company which also looks after Mash and Rieju over here (and Royal Enfield, MV Agusta and Hyosung in a few countries in Europe). They know what they’re doing and have big plans to increase coverage. Let’s hope it happens fast.

22

BUYER’S GUIDE 23

Moto Guzzi Le Mans The Moto Guzzi Le Mans series offers an Italian, race-bred, flagship bike for less than you may think.

But it’s not for everyone, so read on!

WORDS: Oli Hulme PHOTOGRAPHY: Oli Hulme and Mortons Archive MOTO GUZZI’S LE MANS was the manufacturer’s flagship big sportster from 1975-1993, produced in five different incarnations and achieving legendary status. The V-twin engine used in the Le Mans first appeared in 1960 as the powerplant for a tricycle half-track for the Italian Army. It was then used in a chunky tourer, the Ambassador, before ace designer, Lino Tonti, got his hands on it. He first tried to improve high-speed handling by lifting the front of the engine, which would otherwise ground on fast corners. He did this by relocating the generator from the top of the engine to the front and raising the engine, but found the change in centre of gravity badly affected the handling, so he designed a new frame and created the sporty V7 750 and 750s.

Tonti carried out a lot of the work in the race shop and at home, as the factory in Mandello Del Lario on the shores of Lake Como was riven by strike action. Some of the first bikes were works racers that took part in the Le Mans 24-hour race in 1971

and, as a result, a Le Mans model was announced in 1972. But this coincided with the takeover of Moto Guzzi by Alejandro De Tomaso, which delayed the launch. He wasn’t keen on the V-twin layout, but Tonti talked him round, and the first Le Mans roadster appeared at the Milan show in 1975.

While the 750 Sport had reintroduced the idea of a seriously sporty Guzzi, the Le Mans that arrived in showrooms in 1976 was something special. With 8mm added to the stroke, increased compression and a whopping great pair of Dell’Orto carbs with bellmouths/ velocity stacks, the Le Mans was a performance Italian bike to lust after.

It was unusual in that it lacked the vast quantities of shiny bits that were in fashion. It had next to no chrome, swept back black exhausts, dull alloy, a simple but striking paint job, and an absence of fancy flashes stuck on everywhere, apart from the reflective panel on the nose fairing. It was Italian style at its very best.

It came along as several European

manufacturers were releasing big, imposing sports tourers. Guzzi’s closest rival, BMW, had the R90s, Laverda was about to launch its awe-inspiring triples, and Ducati was already staking a claim for greatness with the 750 and 900 L-twins. What Guzzi managed was the brutish format of the R90s in a better frame, a hefty 80bhp and the good looks that rivalled the Ducati.

The paint job on the Le Mans was a statement in itself: Italian racing red, with matt black panels or a cool metallic light blue. A handful of models were completed in white.

The Le Mans would reach 125mph, had massive torque and punchy acceleration. The gearbox wasn’t exactly slick by Japanese standards, so the massive torque helped a lot.

There were cast alloy wheels, too.

The Le Mans, like the company’s other V-twins, featured Moto Guzzi’s linked braking system which allows one of the front discs and the rear brake to operate from the foot pedal.

The handlebar lever operates just the other front calliper.

24 BUYER’S GUIDE

The Le Mans could outperform the BMW and looked so much cooler, while the handling was close to that of the 900 Ducati and superior to the Laverda.

The original Le Mans impressed the motorcycling press with its confident, sure-footed handling, excellent braking and aggressive styling. Roy Armstrong won the

Avon Roadrunner Production Series in 1977 on a Le Mans 850, beating the Laverda Jotas of Slater Brothers on a bike he rode to meetings.

In the autumn of 1978 Moto Guzzi introduced the Le Mans MkII. This was near-identical to the first Le Mans mechanically and was more of a cosmetic revamp, with a look that hasn’t aged as well as the Mk1.

It had new bodywork with a larger nose fairing featuring a rectangular headlight, as well as fairing lowers used on the touring Guzzi Spada.

Moto Guzzi had used its famous wind tunnel to design it.

Inside the nose fairing there was a huge foam and plastic instrument cluster with a row of idiot lights, also used on the Spada. The fairing lowers when combined with the clip-on bars made for a troublesome riding position and riders with longer legs found they had to stick their knees out into the breeze.

The MkII is usually seen in red, but also got a less aggressive blue paint job and a rather classy black and gold livery, too. The yokes on a MkII were rather wider than those on a MkI which reduced the sharpness of the handling, while the forks featured De Carbon damper units which were long and thin items that sat inside the fork legs. The idea was that these dampers would provide soft springing with

firm damping to make the handling both taut and comfortable at the same time. This was a bit of a tall order, yet worked most of the time, though some riders preferred the previous set up which had a feel they were more familiar with.

Across the Atlantic, buyers got the CX100, which was essentially the same bike as the MkII but used a 1000cc twin in a softer state of tune, to meet US emissions regulations.

In 1983, the Le Mans got a major makeover and emerged as, you guessed it, the MkIII. The new body kit was more angular, as was the fashion of the time. The MkIII got new instruments and switchgear. It also got thicker, glossier paint on the frame and bodywork. The engine got some major changes including barrels with squared-off cylinder fins, while Nikasil-coated bores replaced the steel bores and chrome rings of the previous two models. These machines were available in red, white and silver.

The MkIII sold well but only lasted a few years before being replaced in 1985 by the Le Mans IV. This saw the engine grow to 948cc and sporting a compression ratio of 10.2:1, huge 47mm intake and 40mm exhaust valves, and 88mm Nikasil bores. Guzzi also added a racing camshaft and the MkIV could do a 12-second quartermile and top 135mph.

The MkIV got new 40mm forks, fullfloating Brembo discs, five-spoke mag wheels and a stronger and redesigned swingarm. In the pursuit of quality, Koni shock absorbers replaced Marzocchi items. Unfortunately,

BUYER’S GUIDE 25

fashion and the tyre manufacturers dictated that the new Le Mans got a 16in front wheel, which was used without changing the frame geometry, badly affecting the handling. The front of the bike got a new and attractive quarterfairing, but the new side panels and tail fairing weren’t a success, being bigger than they needed to be and detracting from the earlier bikes’ stripped-down aesthetic.

Internally, the gearbox got closer ratios and a higher top gear on the last MkIV SE models.

In 1988 the Le Mans V saw the

big twin become a sports tourer with a frame-mounted fairing that improved the handling and retained the swoopy rear bodywork. Moto Guzzi had returned to the traditional 18in front wheel and the use of black chrome on the exhaust on some editions, as well as the red or black livery.

The Le Mans, in whatever form, broke all kinds of conventions. By the late 1980s hardly anyone was building push rod twins with the big loping power delivery, yet Guzzi persevered.

Most of the specialists are devoted to the brand, while Guzzi owners are fanatical about their chosen steeds, are open and friendly. There’s an air of quiet satisfaction among them, the kind that you get from being so certain in your choice that you don’t feel the need to make a fuss about it.

The Guzzi Le Mans Mk1½ on the road

It couldn’t have been a better day to try out a Le Mans, being warm and dry, with empty roads. At first feel the Le Mans seemed to fit me perfectly. It was surprisingly easy to paddle about, probably down to the relatively low weight and low centre of gravity. It lurched from side to side as it started on the button, though not as much as my old BMW 100/7 from the same era had. I quickly settled down to a lumpy throb like all good V-twins; you can understand why so many modern manufacturers have changed the firing order on their twins to replicate

TECH SPEC Moto Guzzi Le Mans MkI/II

ENGINE: 844/978cc air-cooled four-stroke 90-degree V-twin COMPRESSION RATIO: 9.5:1/10.2:1 CARB: 36/40mm Dell’Orto POWER: 80bhp @ 7,500rpm TRANSMISSION: Five-speed gearbox/twinplate clutch, shaft drive FRAME: Tubular steel spine frame with removeable bottom rails SUSPENSION: 36/38/40mm front forks, swinging rear fork with twin shock absorbers BRAKES: 300mm Brembo front discs, one linked to a 242mm disc at the rear WHEELS/TYRES: 3.50 x 18 front and 4.10 x 18 rear (MkIV 16in front wheel ELECTRICS: 12V, points ignition (MkI/II) DIMENSIONS: Wheelbase 55in (1398mm) Seat Height 30in (762mm), Weight 433lb (196kg)

it. There’s just something special about a big Italian V-twin and the way it feels.

Then I had to actually ride it, and for a few moments the gloss came off a little. Not because of the way it performed, but because of the riding position. It’s not clear who Tonti used to set up the Le Mans, but whoever it was must have had very short legs, size 13 feet, a long torso and flexible arms. An orangutan’s dimensions would have suited it better.

When you start rolling along, the height you have to lift your feet to get them on the footrests seems huge at first, and then the racing crouch has you contorting yourself at all kinds of weird angles. This is a challenging thing to deal with at low speeds. The consequences of hitting a patch of gravel at 5mph with feet up doesn’t bear thinking about.

All that being said, it’s not every day someone gives you the keys to a genuine legend. The only thing to do is crack on, so I did, and the experience was everything I wanted.

The challenging riding position, combined with a gearshift that was firm and positive rather than slick, again like that on my old BMW, made you want to avoid gear changes – just get it into third or fourth and open it up, and try to avoid too many changes. With that much torque on tap you don’t need to. Power arrives at 4000rpm, at which point the free-breathing pushrod vee comes into its own.

The brakes are astonishing for a 1970s motorcycle and the way the engine delivers the power encourages

some fast riding. Indeed, it’s best not to shut it off too much going into bends, as that will make it sit up and try to go in a straight line. It’ll go round most sweeping curves without needing to decelerate anyway. Tighter bends are more of a challenge and the road needs to be read well in advance.

So away with niggles about the riding position. The Le Mans is a gem.

It is as good as it looks, being fast, light and characterful. It’s delicious to ride, it sounds incredible and looks absolutely stunning.

I doubt if the old Coburn and Hughes advertising slogan, ‘Longlegged and easy to live with’, is in the slightest bit accurate – the bike might be long-legged, but the chances of you putting up with hundreds of miles in the saddle are minimal. It feels as if it would be about as easy to live with as Sophia Loren in a permanent strop, but you’d put up with it, just for the passion. And at the very least it’d keep you flexible.

Max’s Le Mans Mk1½

When the Le Mans MkII arrived, pundits raved about the new look.

Nowadays the Le Mans MkI is the one to go for, but in 1978 it was felt that the wide nose fairing on the MkII would protect the hard-charging tourer from the worst of the elements.

The fairing lowers, it was claimed, would protect the rider’s legs, allowing the Le Mans to be a perfect all-weather sports tourer.

Max von Tyszka’s Le Mans is, he says, more of a Le Mans Mk1½. Max hasn’t owned a Japanese bike since he passed his test, preferring British

or Italian bikes. Registered in August 1978, this Mk1½ was one of the first Le Mans MkII bikes on the road in the UK. At some point in the subsequent 42 years, someone decided that the sexy little nose fairing from the Mk I was the way to go and it was converted into a MkI lookalike. It is so obviously a lookalike that it’s clear the previous owner hasn’t attempted to fool anyone. It was simply an admission that the MkI is prettier, or at least, more handsome.

Max bought his Le Mans about 18 months ago. “It didn’t need much at first, just the paint refurbishing and the seat recovering. The old one had split so I got it recovered and reshaped.”

The paint was sorted out by Joeby’s Airbrush Art, who added the orange stripe on the front of the fairing

26 BUYER’S GUIDE and the seat was recovered by a neighbour who usually does furniture upholstery. There are Tomaselli gold commander clip-ons and the original instrument cluster from the MkI. The exhaust system, through which the Guzzi plays its symphonies, is an aftermarket item which is a good few inches shorter than stock. As well as producing a glorious noise, it makes it easier to get the back wheel out.

Max has spent a good part of the past 18 months improving and fettling his Le Mans. “I replaced the electronic ignition module with a new Dynatech and while the tank was off being painted, I gave the oil lines and breathers a good check over.

The carbs are 38mm round barrel, flat-topped Dell’Ortos as fitted to BMW sports bikes, which have two injector pumps. They’re a lot easier on the wrists than the old square barrel ones. The 38mm Marzocchi forks aren’t standard for the MkII either and are bigger than standard. I’ve changed one set of switchgear for a more modern Domino set. Tyres are Bridgestone BT45.”

There are a few niggles with the Mk1½, says Max. “The side stand is famously awful, but it could be that on mine it needs the mounting bracket bending. There is a neutral in the gearbox somewhere. One issue I have had is the starter motor switch gear which was a bit rubbish about turning itself off. I once rode five miles, stopped and found it was still spinning, which is why there’s new switchgear. I use Gutsi Bits for Le Mans parts and Bitza Bikes for all my consumables.

“I couldn’t afford to buy a bike that needed a lot doing to it. I wanted an air-cooled twin and was actually looking for a V50 Monza when this came up for £5,500.

“I’d had a California and imagined that was what all Moto Guzzi V-twins were like, but I’ve never ridden a bike that handles like the Le Mans.

I’ve never felt so confident on a motorcycle.”

Which Le Mans is right for you and what to look for Things to look out for on all Le Mans models include a clutch that drags or jumps under gear changes. If it does, there’s a possibility the splines are worn. Top end noise isn’t necessarily a bad thing. With the heads exposed and quite wide clearances a bit of noise is to be expected. If it doesn’t,

it could be that a previous owner had adjusted them too tightly.

If you see oil coming out the hole at the bottom of the clutch casing, the chances are there’s a failing seal in there, and you’ll have to take the engine out to sort it, though the removable bottom frame rails will make this easier.

If the universal joint on the drive shaft clunks, it’s going to need replacing. Useful modifications to look out for are an extended sump – with the appropriate longer dipstick.

The bigger sump conversion reduces crankcase pressure. A good, modern, aftermarket electronic ignition set up is a worthwhile addition.

The very first Le Mans MkI, with that striking bodywork and smart little nose fairing with a dayglo flash is the most sought after and commands a huge price differential between it and the later models.

The Le Mans MkI and II models had a foam rubber seat which would split and crumble. Pattern replacements are available to order.

The Early MkI had a rounder CEV tail light, as fitted to pretty much every Italian bike of the mid 1970s from Aermacchi to Morini, before it was replaced by a slender bar light.

The bellmouth/velocity stacks on the carbs cause a lot of induction roar and can result in increased bore wear. While 1970s Italian electrics have a reputation for poor quality, the earliest Le Mans is so simple that upgrading it isn’t going to be a difficult job.

An unrestored and careworn MkI will cost you £6000. A restored one will have a price heading into the stratosphere, with dealers asking upwards of £17000 for an immaculate example.

The MkII is very close to the MkI, and that’s why so many of them now sport MkI bodywork. A bit of research makes this easy to spot.

The MkII has a slightly different tank, the yokes wider and the forks are 2mm bigger, and the brake callipers are on the rear of the fork legs rather than the front. The oil filler on the MkII has a longer tube to clear the fairing lowers.

Coburn and Hughes repainted some of the last models in black and gold, a classy paint scheme that had the added advantage of being a bit harder wearing than the original Italian job. As on the MkI, the sidestand is mounted on the front of the frame,

and you need long legs to get at it from the seat. The stand design is dreadful, and likely to leave you and your Guzzi lying in a heap if you’re not careful.

Using the centrestand is advised, though there’s definitely a knack to it. This is not a motorcycle to ride in brogues. An original MkII starts at £6000.

The MkIII is probably the cheapest way of getting into Le Mans ownership while getting a quality mount at the same time. More MkIII bikes were made than any other version. With filters on the carbs there’s less engine wear, which is just

as well as the Nikasil bores, while capable of high miles, cannot be restored cheaply. It’s more costeffective to swap the cylinders if the engine smokes a lot.

The steering reverted to the use of yokes with the same dimensions as the MkI. The seat is more conventional and comfier too, though comfort isn’t really at the top of the Le Mans buyers’ shopping list.

It came with more chrome than the earlier models, which doesn’t seem to last as well as the matt black on the MkI and MkII. A good MkIII will cost from £5000.

The MkIV is going to be cheapest

of all, though to be honest buying a Le Mans on price isn’t entirely recommended. It has a bigger 978cc engine to make up for the drop in performance from carb changes.

The use of a 16in wheel also causes trouble today with decent 16in front tyres rare. Fortunately it can be changed for an 18in item easily. It lacks the style of the earlier bikes and the finish wasn’t great. You can get a MkIV from £4000.

The MkV had the smallest production run of all the Le Mans models. Although it was made for as long as the MkIII, just over 2000 were sold. It is better than the MkIV,

BUYER’S GUIDE 27

which it strongly resembles, and has improved handling thanks to fine-tuning of the frame and other cycle parts, as well as the addition of a framemounted nose fairing.

You still get the swoopy bodywork, which is something of an acquired taste. A MkV Le Mans is going to be the hardest to find and will set you back from £4500.

Like most 1970s exotica, the mileage on a Le Mans isn’t as important as finding a bike with decent history and obvious levels of care. Try to find one from a Guzzi enthusiast.

Fancy a Le Mans? Try a MkIII

Apart from the looks, you’ll get pretty much the same riding experience from the saddle on any of the I, II or III models, so why not look at a MkIII? This low miles, white MkIII is for sale at Speed Motorcycles in Exeter. For sale on a Trade/Part Ex basis, the Guzzi will set you back £5999 – about £10,000 less than a restored MkI. It’s more comfortable that the MkI or II, and possibly a little less brutal to ride. The seat is slightly softer, while the footpegs have been mounted on long alloy brackets that seem to be set a little lower than the originals. Certainly, my knees didn’t protest as much. It had the clip-ons set slightly higher, which helped, too.

On the MkIII the centrestand is just as hard to use, and Moto Guzzi fitted a handle that is at completely the wrong angle to be of any help. It takes a hefty heave to get it on to the stand.

The side stand was relocated on the MkIII to make it easier to operate from the saddle. Unfortunately, the geometry is such that to use the side stand you have to actually push the bike beyond 90 degrees to the ground to get it to extend, and there are a pair of very strong return springs which will cause it to flip up unexpectedly if you aren’t careful.

Like a lot of Italian bikes of the period, the finish is passable when you can see it, and where you can’t see it, such as the inside of the glass fibre

fairing, everything is pretty lumpy.

Switchgear is the same set up as on the earlier models, which looks better than it works. The instruments are excellent, with a racing-style white tachometer taking pride of place on the console, which is much smaller than that of the MkII with the same finish. The squared-off barrels give the engine a more modern aspect, and the carburation is less full-on.

You might consider the 90s style Micron exhaust on this bike a bit out of place, but for your £6k you’ll get a genuine Italian classic that will take you for miles and involve you in all sorts of adventures.

Visit Speed Motorcycles at speedthrills.co.uk

ICONIC METAL

SCREAMER TO BIG BANG WORDS: Steve Cooper / PHOTOGRAPHY: Don Morley

Despite Honda’s move away from the famous Screamer motor to the more rider/tyre/frame friendly Big Bang engine, the 1993 500 MotoGP crown would elude The Big Aitch. Regardless of the investment, the R&D and much more besides, Honda spent most the season hanging on to the coattails of both Wayne Rainey on the polished Yamaha YZR500 and Kevin Schwantz aboard the Suzuki RG500. These two Americans would be going for the title and each other for most of the season until fate played a hand.

Most pundits reckoned the 500 Yamaha was arguably the most rounded package and it suited Rainey’s style. The Suzuki square four had the power but it took the frankly lurid riding style of Schwantz with his ‘win it or bin it’ qualities to get the best out of the bike.

Eight races into the season and it was anyone’s guess which of the pair would win the championship. Up to that point it was as much about which bike/rider combination suited which track and until then German GP Honda hadn’t had a look in. Almost from the off Doohan took the lead but later dropped out with mechanical issues. After a rather mediocre start to the season, Honda finally had something to celebrate – Darryl Beattie on the Rothmans Honda came home first ahead of Schwantz, with Shinuichi

Ito third on another Rothmans Honda and Alex Criville fourth riding a Marlboro Honda Pons machine. Perhaps the tide might just be turning for Honda? Sadly it wasn’t to be with Doohan taking just one win at the Italian GP, which was marred by Wayne Rainey’s career-ending crash.

Beattie would finish third in the championships with Doohan fourth. Despite not being present for the final races, Wayne Rainey’s stunning rides saw him taking second place in the standings, which underlined to everyone watching that the Yamaha was very much the best bike of the season – Honda was almost certainly taking notes!

One small upgrade to Mick Doohan’s Honda would go on to be a crucial revision to the established status quo of the fearsome 500s. After the horrendous crash the previous season that saw him almost lose his right leg, it was apparent his ankle had lost substantial movement. Given that rear brakes were vital in positioning the fiery strokers for high-speed turns, Doohan’s team needed to come up with an alternative system if the Aussie was going to stand a chance of winning the following season. The solution was a simple as it was inspired – the team fitted a thumboperated rear brake lever to the left handlebar of the bike and Doohan very soon adapted to its use. Rather than be a passing

fad, the thumb-operated rear brake would prove to be popular with numerous racers – even Valentino Rossi would use it after the accident that broke his tibia and fibula!

The 1994’s NSR500 was essentially a subtle revision of the previous season’s big bang machines. Honda had experimented with fuel injection on Shinichi Ito bikes, but the gains made were considered to be too small for the additional hardware used. Although fuel injection was relatively common in the cars of the time, it simply wasn’t possible to control such systems on the highest-end race bikes with sufficient accuracy.

Always in search of handling and performance improvements, Honda’s boffins found a clever and novel way of extracting more power from the engine. The introduction of water injection into the exhausts ‘gifted’ the team an extra 10hp throughout the 6000 to 10,000 rev range – by cooling the exhaust gas its speed was reduced, resulting in better efficiency. However, in tests Doohan reckoned the extra power was more likely to help tie the chassis in even larger knots so opted not to use it and perhaps he was right. When Shinichi Itoh hit 201mph at Hockenheim a journalist asked him what it felt like breaking the 200mph barrier.

The reply came back …”It felt very like 199mph.” Perhaps the NSR500 was fast enough after all!

The Inside Line to Classic Japanese Iron with Steve Cooper from the VJMC The VJMC - Run by motorcyclists for motorcyclists

www.vjmc.com 01454 501310 Office hours Mon-Thu 10am- 4pm 01454 501310

30 KNOWLEDGE

Cost-effective

Classics Honda CB400F They really don’t make them much better than a 400/4 This month we look at what is probably one, if not the, most accessible classic Japanese motorcycle of all time. It’s a do anything, bulletproof middleweight with instant kerb appeal.

It could, did, and still will take you to work. It will tour, it will scratch with the best of them and it will, without exception, make you smile. There is really not much more you can ask from a classic motorcycle.

KNOWLEDGE 31

Background

Nowadays a 400cc motorcycle is almost unquestionably going to be a stepping stone to supposedly bigger and better machinery. It’s likely to be an A2 licence compliant twowheeled conduit to a full-fat licence and a machine that many will hardly even recall in a few years. But, before ego and brute horsepower were everything, there were alternative pathways to true motorcycle happiness. We’re rewinding to a time when middleweights weren’t threequarter litre missiles and the 350-500 capacity bracket was a hugely popular one with both recently qualified riders and experienced ones.

The bike

The CB400F, aka CB400/4, began life back in 1972 as a 350 and, at that time, Honda’s smallest capacity four-cylinder machine. It was built to complement the 750 and 500 fours and was also said to be Mr. Honda’s favourite motorcycle.

Unfortunately, for both Mr. Honda and the firm the 350/4 bombed in its target market – the USA. Perceived as overly complicated for its capacity, expensive to buy and costly to service, the bike lasted just three years before

being dropped. Never officially sold in the UK, the 350/4 made it to a few European countries where, once again, it sold in limited numbers.

By the mid-1970s Honda had focussed on car development and was lagging behind in bikes sales with nothing particularly viable below 500ccs. Market research suggested there was a slot for a modern machine with updated styling and the guys in Japan met the challenge head on by seriously reworking the 350/4. An angular tank; non-metallic paint; basic graphics; lowered bars; semi-rear set foot pegs; a pseudo-racer seat; and a 4-1 exhaust completed the visual makeover allied to an increase in engine capacity from 350 to 400.

From 1975 to 1977/8 Honda’s CB400F was the middleweight four-stroke of choice; everyone either had one or knew someone who had one. Given basic servicing and decent oil, the 400/4 would prove to be every bit as reliable as its older, bigger brother, the CB750/4.

The 400 was everything the 350 should have been and more. Its simple yet effective styling looked smart and contemporary, and the 4-1 exhaust, originally intended just to save cost and mass, became a style

icon overnight. The bike was used as a commuter, a long-istance tourer, a clubman racer and a production racer. So competent was the bike that John Kidson won the 1977 Isle Of Man Formula 3 TT on one that had been suitably adapted as a race bike.

Every college car park or university campus from 1976-1990 would always have at least one, if not several, 400/4s parked up.

The bike’s appeal was almost universal and even those who openly disliked Hondas would make an exception for the beguiling four.

Much of the bike’s appeal went back a decade or so to when Honda was taking on the world on the race tracks.

Its legendary four- and six-cylinder GP bikes were groundbreaking pieces of kit and here, with the 400/4, was an opportunity for the average enthusiast to own something that looked similar.

The bike effectively epitomised the Japanese ability to miniaturise technology, which only enhanced the CB400F’s appeal and especially so when it was available for not much more than £600 new. With a strong motor capable of revving to 10,000rpm there was nothing else like it out there and it was almost as quick as its 500cc brother, yet cheaper both

32 KNOWLEDGE Faults and Foibles IGNITION

It’s all 40 years old now so a modern electronic ignition system may be advantageous. OEM coils collect rain/spray and are fabled for cutting in and out.

Silicone grease and sealers normally sort this out.

PANEL WORK

Not too much to worry about in terms of quality, but look out for broken panel sides, panel lugs. Seat bases rot out but aftermarket units are the business.

ENGINE

to buy and run…. why wouldn’t you, etc.? The bike realistically changed little over its lifetime and even if, once again, it flopped in the USA for the same reasons as the 350, it was loved both here and across Europe. The UK received the F (76) and F2 (77/78) models with USA/Canada getting all three iterations F, F1, and F2. Other than graphics/colours all that changed

were handlebars, pillion footrests and a few minor details. The bike was bang-on from the off and even Honda realised the machine needed nothing major by way of updates.

Lineage and Legacy

If the bike was so good why did Honda drop it in favour of the 400 Super Dream in 1979? Quite simply because the twin was substantially cheaper to manufacture. The 400/4’s longevity proved the design was inherently sound and to this day the bike’s continuing popularity demonstrates its timeless appeal.

Know that 400/4s are regularly exported from the UK and Europe back to Japan and then grasp just how significant the bike is!

Why you might want one now

In the world of 1970s air-cooled engines there is simply nothing quite like the CB400F. Still available at sensible money, easy to ride, flexible, good handling and with

the potential to just run and run, it’s arguably a really good introduction to earlier Oriental classics. For a bike fast approaching half-a-century old the ability to readily whiz up to 10 grand on the tacho still remains hugely impressive. Spares supply is better than many of the period and over the last few years a good number of quality, aftermarket, and reproduction parts have come on stream, ensuring the legend of the 400/4 keeps on rolling.

Valve stem tips can indent making tappet setting impossible. Poor oil and/ or changes can cause cam to eat into cylinder head.

Cam chain tensioner is fine but owners insist on overtightening the locking bolt which causes subsequent maintenance hassles.

TRANSMISSION

The only issue is transmission backlash which can be irritating.

Some have cured the problem with a trials bike chain tensioner fitted to the swing arm.

CHASSIS

Lower frame rails can rot out from the inside and side stand mount breaks away; avoid bikes thus afflicted. The mudguards are typical 70s fair and will inevitably rot. Clean, rustproof and add ACF-50.

BRAKES

Floating calliper seizes and reduces braking efficiency.

Brake pistons corrode and seize in their bores. Speak to Phil Denton for stainless steel replacements.

CARBS

Wet air filters can cause carburetion issues; remove filter and, if clean, allow to dry, then replace.

Typical Prices

Some dealers are asking silly money but you can buy a good one for under our £5k budget without trying too hard. Original looking is the way to go so avoid anything with period upgrades like single seats, cast alloy wheels, pattern exhausts, etc. You may be lucky to grab a private sale example for £3500 and for a grand more there’s a good selection on offer. The F1 and F2 versions don’t command a premium and the first F models are beautifully understated.

Summary If you’re after an iconic classic that won’t break the bank then you’ve just found it!

Its low mass and smaller size make it ideal for older riders, and those of shorter stature will find the CB400F a breeze to ride. There’s enough power to make you smile and a decent chassis to allow for some serious backroads fun.

It has all the sounds of a big, early four without the twin penalties of purchase and running costs. Arguably, if you only ever buy one Japanese classic this is the one to go for – they really are rather special!

34 TEST RIDE: VOGE 500DS

TEST RIDE: VOGE 500DS 35

The Chinese

CONTENDER There’s a new challenger in the ring, that’s ready to fight for the hotly contested middleweight adventure crown: the Voge 500 DS WORDS: Ross Mowbray PHOTOGRAPHY: Lexmoto UK

36 TEST RIDE: VOGE 500DS SPECIFICATION Voge 500DS

Price: £5000 Engine: 471cc liquid-cooled, DOHC, four valve parallel-twin Power: 46.2bhp @ 8500rpm Torque: 43.9Nm @ 7000rpm Frame: Tubular steel Suspension: (F) Telescopic forks, USD (R) Monoshock with preload adjustment Brakes: (F) 298mm disc (R) 240mm disc Tyres: (F) 120/70-17 (R) 160/60-17 Seat height: 815mm (32in) Weight: 205kg MPG: 67mpg claimed (23.7km/l) Fuel tank: 16.5 litres (3.6 gallons) Contact: www.lexmoto.co.uk

There’s still a large proportion of the motorcycle buying public who balk at the idea of buying a Chinese bike.

They’ve been put off by the cheap and cheerful commuters of the past, which have rusted and rotted and proved unreliable. I get it – but things have changed in the last 20 years, as have the quality of bikes coming from the most populated country in the world, which manufactures a million motorcycles each month.

Voge’s a fairly new brand, having been first established in 2018, but it’s actually owned by Loncin, a longstanding Chinese factory which has been producing motorcycles for the domestic market since 1983 (and has picked up some big contracts with BMW since).

The bikes are being brought into the UK by Lexmoto, who’s built up a solid reputation for reliable and affordable bikes and scooters, supported by a solid dealer network and a plentiful supply of spares. That means Voge is being built by a reputable manufacturer with ties to a big European brand and is being looked after in the UK by an award-winning franchise… so far, so good, right?

The 500cc Voge is the biggest bike ever offered by the Exeter-based importer, and there’re high hopes that the affordably priced adventure bike will help the company compete with some of the biggest names in the game.

On paper it looks good, with comparable performance figures to Honda’s popular CB500X and a slew of quality parts including Pirelli tyres, a Bosch fuel injection, KYB suspension and Nissin brake callipers. It looks the part too, thanks to its rugged adventure styling and surprising quality finish. There’s an adjustable screen (with a choice of two heights), a centre-stand, crash bars and a TFT dash (with a nearby USB socket).

To be honest, the screen is a bit naff.

It’s clear and easy to read with all the information you’d need, but it’s a little underwhelming when pitched

Off-road might not be the natural environment for the Voge, but it’ll hold its own on slightly less tricky terrain. A set of more serious off-road tyres would make the world of difference, if that’s your preference... against what you get on some of the bikes that the DS is up against.

In the flesh it looks substantial, but at 205kg with a 815mm seat, it’s not gigantic. That means it should be unintimidating enough for smaller riders and those working their way up the licence categories. I’m 6ft 1in and I could get both feet planted on the floor with room to spare, and I’m confident someone a few inches shorter would be able to do the same.

Low-speed manoeuvres are a doddle, with the wide bars, upright seating position and low centre of gravity offering easy handling whether

There’s some quality kit as standard on the 500 DS, and those Nissin brake callipers are just the start. It’s a big step in the right direction for Chinese motorcycles, which have often been derided for coming fitted with derivative parts.

you’re turning in the road or picking your way through traffic.

There’s plenty of power available from the gently burbling liquidcooled 500cc parallel twin motor.

We’re talking 46.2bhp and 43.9Nm of torque. It’s easy-going in nature, capable of bobbing along at 35mph in sixth gear without any real strain, but if you want to up the ante a notch, just change down a couple of gears, wind open the throttle and make use of all of the 8500rpm up to the redline. It’s a rewarding ride on faster roads, providing you’re active and engaged and work it hard, while

there’s enough in the tank to make motorway miles a possibility.

I spent the day cutting across Dartmoor (with 40mph speed limits in full force), and it was in its element, pulling smoothly up steep inclines with enough zip to nip past particularly slow-moving traffic.

There is a bit of vibration once you get up above 5500rpm, with the footrests, bars and mirrors all feeling the effect, but it’s not off -putting enough to really frustrate, and I still had a great day getting to know the 500 DS. It handles well too, with the OE Pirelli rubber finding plenty of grip even on damp to soaking roads. I had no qualms chucking it into corners, making the most of the great roads on offer across Devon’s iconic National Park.

Suspension is looked after by some USD forks up front and a monoshock at the rear from KYB. Although there’s minimal adjustment (pre-load at the back is all you’re going to get), the standard set up is decent, offering a reassuring ride with a good balance between comfort and outright performance. It does lean towards the softer end of the spectrum, and there's a bit of fork dive under heavy braking, but it’s not detrimental to the overall ride. The 500 DS always feel assured and in control.

For stopping there’s some Nissin brake callipers which grip single discs at both the front and rear. It’s not a hugely sophisticated arrangement, but there’s enough power from them for the bike's performance.

The ABS system works well,

only cutting in when I tested its effectiveness by braking hard on some discarded gravel down the centre of a Dartmoor backroad.

Lexmoto claims that the Voge can manage 67mpg, which means that the 16.5-litre fuel tank would allow you to cover 230 miles without needing to make a pitstop at the petrol station. Although I didn’t get the chance to use a full tank, I was a bit closer to 60mpg after a good day of riding a mixture of A-roads, B-roads, backlanes and motorways. That’s nothing to be sniffed at.

Sadly, the Voge doesn’t get the three-part aluminium luggage set as standard. The first bikes that went on sale were offered with them as part of the deal, but that’s not the case any more. Now you’ll have to part ways with around £700 to get your hands on the aluminium panniers and top box. I reckon they’re well worth the money though. They’re solid, sturdy and incredibly useful.

There’s no doubt the Voge is an impressive bit of kit. When pitched against the competition, it more than holds its own when it comes to performance, handling and comfort (and the build quality looks pretty good, too), but best of all, it’s much, much cheaper (if you ignore Royal Enfield's less powerful Himalayan).

Honda’s CB500X is probably the most similar of all the options, but it’ll set you back £6249. That makes the £5000 Voge seriously good value – particularly when you see how much is actually in it when you ride the two bikes. Test ride one and you'll probably be very tempted.

There’s room for pillions with a good-size seat and plenty of leg room, while the chunky grab rails and top box make it easy to feel relaxed on the back.

TWO-UP

The bike we tested came kitted out with aluminium panniers and a top box. The first bikes sold came with them thrown in, but if you want to kit your 500DS out, you’ll need to fork out an additional £700.

LUGGAGE

VOGE 500DS Lexmoto claims that the Voge’s capable of achieving 67mpg – which means that its 16.5-litre tank should be good for way over 200 miles before you need to top up.

FUEL

It’s surprisingly well kitted out.

In addition to the Chinese-made Pirelli tyres, there’s a Bosch fuel injection, KYB suspension and Nissin brakes.

KIT

The Voge’s 471cc liquid-cooled parallel twin kicks out 46bhp and 43.9Nm of torque, which is about as much as it can while still meeting A2 licencing rules.

ENGINE

TEST RIDE: VOGE 500DS 37

FIRST RIDE: SYM JOYMAX Z+ 300 39

BRINGING THE JOY SYM might not be your first port of call if you’re in the market for a premium maxi-scooter that packs a punch, but the Taiwanese factory’s 300 is well worth a look.

WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman

40 FIRST RIDE: SYM JOYMAX Z+ 300E SPECIFICATIONS Sym Joymax Z+ 300

Engine: 300cc four-stroke engine, single cylinder Power: 27.5bhp @ 8000rpm Torque: 20lb-ft (27Nm) @ 6750rpm Suspension: (F) Telescopic fork (R) Twin shocks (with preload adjustment) Brakes: (F) 260mm disc and ABS (R) 240mm disc and ABS Tyres: (F) 120 / 70- 14 (R) 140 / 60-13 Fuel tank: 12 litres Seat height: 747mm Weight: 184kg Price: £4999 Contact: www.motogb.co.uk

Choosing the perfect scooter is no easy task. There’s more choice than ever, with numerous different models of various styles and sizes to suit every kind of rider with every kind of budget. From compact 49cc learner legal rides right through to adventurebike sized 750cc maxi scooters, it’s difficult to know where to even start.

Many punters tend to stick to triedand-tested rides from bigger names in the game, but it doesn’t have to be this way, because there’s a huge raft of less well-known factories knocking out top-quality bits of kit that are well worth a look.

One such manufacturer is SYM. Believe it or not, SYM’s been building stuff with two wheels for over 65 years.

Founded in Taiwan back in 1954, Sanyang Motor Co. now produces a total of 600,000 bikes and scooters each year (with a massive 16 million units produced since its inception), but it wasn’t until more recently, in 2005, that SYM first made its way over to Europe. Since then the Asian firm has built up a solid reputation among discerning riders with a keen eye for detail and a love of getting good value for money. And its Joymax Z+ 300 does exactly that.

SYM’s Joymax has actually been around for over 15 years; originally unveiled as the GTS250 back in 2005, before turning into the Joymax in 2012. It’s since been on the receiving end of numerous makeovers, with SYM tweaking the engine, improving the styling and kitting it out with better suspension and upgraded brakes.

There’s a decent level of equipment as standard, even if there’s nothing too revolutionary to write home about. It gets ABS; a USB charging port; an easy-to-read pair of LCD dashes (with speed on the left and rpm on the right); a digital dash (in the centre with time, mileage, temperature, and fuel information all readily available); in addition to full LED headlights with DRL lights.

Despite ‘only’ being a 300, the Joymax is a hefty thing of substantial proportions. That means you’ve got plenty of space to stretch out, no matter whether your knees are at right angles, or you’ve got your feet right out in front on the running boards.

It might not quite have the same amount of space as Yamaha’s TMAX or Honda’s Forza 750, but it does more than match up to the other mid-sized scooters on the market.

The bodywork and windscreen help to offer plenty of protection from the elements. At 6ft 1in I could see over the top of the screen easily, though I do think anyone much shorter would end up having to look through it.

That might not be an issue, but it is something to bear in mind as, sadly, the screen isn’t easily adjustable (you’ll need a set of tools and a few minutes to spare to stick it in a different position).

Another nice touch is the substantial 48-litre storage compartment under the seat, which had just enough space for my Arai helmet and a few additional bits and bobs. Just because my helmet fitted, it doesn’t mean yours will, too. It was a pretty tight squeeze, and every helmet is shaped slightly differently, so make sure to try before you buy if it’s important to you.

The 300cc single-cylinder engine kicks out a healthy, if not inspiring, 27.5bhp and 20lb-ft. It’s a relaxed ride overall that offers smooth, sensible acceleration with little in the way of vibration even right up at the top of the rev range. As I said before, it’s on the chunkier end of the spectrum and weighs in at a healthy 192kg, so it’s not exactly lively off the line when compared to some of the more powerful rides on the market. That said, it’s plenty quick enough to get the jump on most urban traffic, and you’ll have no trouble holding your own out on the open road. It begins to run out of steam around 70mph, which means that overtakes on faster roads do need to be planned carefully,

but if you find a bit of room and hold on to your speed, you’ll be able to get up to 80mph and beyond without too much fuss (and very few vibes). That does mean it’s a capable commuter for those of us who have to tackle a bit of dual-carriageway or motorway on the way to and from the office.

It's in town where it’s happiest though. The wide bars work together with the 14-inch front and 13-inch rear wheels to offer light handling, with the disc brakes coupled with ABS giving plenty of feel to tighten things

up if necessary. They do well to pull it to a stop, too. It’s no easy task when you consider its weight, but with a bit of manhandling of the front and rear together you’ll be able to haul up quickly enough.

Suspension is basic but more than up to the job. The telescopic forks up front and twin shocks (with pre-load adjustment) at the rear are on the softer end of things, which means they happily soak up the worst lumps and bumps of the road, but it’s taut enough to hold its line in corners,

even after aggressive braking on entry, without bouncing and bobbing all over the place. It handles surprisingly well for a big, heavy scooter, and more than once I was surprised with just how hard I was hustling it through the bends.

Priced at just shy of £5000, the SYM isn’t exactly a bargain – in fact it’s only 500 quid cheaper than Honda’s exceedingly popular and thoroughly modern Forza 350. But £500 is £500, and there’s no doubt that there’s a lot to like about the Joymax.

The SYM’s 300cc single motor packs a nice punch with 27.5bhp and 20lb-ft available to play with. It’s keen off the line with plenty of drive available all the way up to the national speed limit, although it runs out of steam past that, which can make overtaking a challenge at times.

POWER

One of the great things about maxiscooters is the abundance of under seat storage they offer up. While the SYM might not be as voluminous as other machines on the market, there’s 48 litres of space, which is plenty for a full-face lid, a set of waterproofs and a few other goodies under the wide, comfortable seat.

STORAGE

The Joymax is a great place to be. There’s a big plush seat which is good for all-day comfort; a large windscreen which offers plenty of protection from the elements; and there’re big running boards which offer the choice of stretching out and riding with a feet forward position. It’s as comfy as any of the competition.

COMFORT

It might not be the sharpest looking scooter on the market, but the Joymax has a certain sort of utilitarian appeal.

We were a big fan of the matte grey paintwork of the model tested, which seems to be very in vogue at the moment, as it adorns plenty of cars, bikes and a selection of helmets from some of the biggest manufacturers in the game.

STYLE

It’s a straightforward and simple scooter by design, so there’s none of those over-complicated gadgets and rider aids that have become pervasively popular across the current crop of scooters and motorcycles. There is ABS, a USB port and LED lights, but that’s about it.

KIT

FIRST RIDE: SYM JOYMAX Z+ 300 41

WATT BIKE IS BACK 43

Welcome to Watt Bike. The electric market’s getting bigger and bigger – that’s why we’ve introduced this standalone section that’s dedicated to all things electric. We’ll be bringing you news, products, guidance, tips, tricks and, most importantly, reviews of the latest and greatest electric bikes, scooters and peddles to come to market every single month.

HOW TO CHARGE

There are a few different ways to charge up your motorcycle or scooter – but it all depends on the adaptors that come with your ride of choice. Most of the (cheaper) lowerpowered machines can only be charged using a standard three-pin plug socket that you’d find in any home in the UK, and generally it’s only the bigger and more expensive machines that can make full use of the network of fast chargers.

Speaking of which, the public charging network is growing fast and at the time of going to press there are over 45,000 connectors in the UK (according towww.zap-map.com).

THE KEY FACTS

✶ Continuous power is defined as the amount of power the motor is capable of sustaining (continuously) for 30 minutes.

If you’re 14 or over, you can ride an ‘electrically assisted pedal cycle’ without the need for registration, tax or insurance. It must have pedals, and its motor should not propel the bike once it hits speeds of 15.5mph. If it’s not an EAPC and is propelled without pedalling (or exceeds the 15.5mph speed limit), it will be classified as a motorcycle or moped. As a result you’ll need a driving licence to ride one, and it’ll also need to be registered, taxed and insured. Oh, and you’ll need to wear a crash helmet, too. Simple.

There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories. But it’s not as complicated as it may first appear.

Instead of paying attention to peak power like you would on a conventional petrol-powered motorcycle or scooter, UK regulations for electric machines focus on the amount of continuous power* available. That means you could buy an 11kW (15bhp) electric motorcycle or scooter, which is actually capable of delivering around 45kW (60bhp) of peak power. But because it doesn’t make that power ‘continuously’, you’d still be able to ride it with your CBT certificate.

44 WATT BIKE NEWS

Brixton joins the electric revolution

The Chinese brand might have made its name knocking out stylish but affordable small and mid-capacity bikes, but it’s just filed patents for a new all-electric two-wheeler that’s expected to make sooner rather than later.

Details are scarce, but it appears that Brixton’s latest machine is intended for more urban environs, with its bicycle-like back end and spring-mounted single seat. Powered by a small hub-mounted electric motor, current rumours suggest that it’ll be capable of hitting a top speed of around 28mph.

KTM reveals electric Duke Futuristic electric scooter from Germany

The newly unveiled Naon Zero-One is an all-new electric scooter from Germany, which is looking to shake up the traditional scooter scene with a funky design and a few clever features.

That’s not all. It’s rumoured that the L3e version of the scooter will be capable of hitting speeds in excess of 60mph. That’s pretty rapid for a little moped. It’ll feature a 7kW rear hub motor with 10kW of peak power – but it’ll only get a 2.4 kWh battery, so don’t expect it to be able to do those sorts of speeds for long. That said, there’s room for a second battery which can help extend range to a claimed 87 miles.

KTM’s just announced it’ll be joining its sister brand Husqvarna in the electric motorcycle market.

The first ‘proper’ electric motorcycle to come from the Austrian factory will be the E-Duke. The Pierer group has been beavering away working on electric technology for a few years now, but up until this point most of the big innovations have come for Husqvarna – which has two new electric models set to make it to market this year, in the form of the E-Pilen motorcycle and Vektorr scooter.

But it looks like the orange section of the Austrian automotive giant is gearing up to get in on the action, with a leaked document from a model planning meeting revealing plans for the KTM E-Duke.

Based on the E-Pilen, the E-Duke is set to feature the same 10Kw powertrain and 5.5kW battery – but aside from that, we don’t know much else about the upcoming electric bike from KTM. Although it is expected to be built in India through its partnership with Bajaj.

BOLD claims from Harley-Davidson JackRabbit’s MICRO electric bike An American start-up has created a unique electric bike which almost looks like a conventional mountain bike. It’s just a lot smaller.

The ‘micro e-bike’ features 20-inch wheels, no suspension and a single disc brake on the rear. There’s the usual bicycle seat and handlebars, but instead of pedals it gets fold-up foot pegs. It’s powered by a small 158Wh removable battery (which sits in the frame) and 300W geared hub motor in the rear wheel, which helps to get the JackRabbit up to 20mph using the thumb throttle on the handlebars.

With a claimed range of 12 miles, the 10.9kg machine isn’t going to be for everyone – particularly when you consider it costs around £1000, but the brand has received plenty of support via Kickstarter, with over 100 backers pledging cash to get the funky little bike out there.

Harley-Davidson has outlined its expectations to sell 100,000 of its electric bikes by 2026.

Okay, it might not have happened yet, but those numbers give a clear indication about how serious the iconic American factory is about the electric market.

The investor prospectus states: ‘While the electric motorcycle market is in the early stages of its development, we expect global electric vehicle penetration to expand from 6% of units in 2021 to 25% by 2030, implying electric motorcycle market growth from $2.5 billion in sales to approximately $20 billion to $28 billion over the same period.’

H-D’s got a long way to go though, particularly when you consider that it’s sold somewhere between 1,300 and 1,600 electric motorcycles between 2019 and the first threequarters of 2021. It’s current flagship electric bike, the LiveWire, has been widely praised – but its near £30,000 price tag likely put off more than a few prospective punters.

H-D’s since decided to put out all of its electric motorcycle and electric bicycles under the LiveWire banner – while knocking nearly £8000 off the price of its top-of-the-line electric motorcycle. And there’re also plans in place to release its second electric bike, which is expected to be significantly more affordable. That might help increase sales, but there’s no doubt that it’s still got a long way to go to hit those projected numbers.

FIRST RIDE: SUNRA MIKU SUPER 45

SUBURBAN SCALPEL

Could the compact Sunra Miku Super be the perfect companion for commuters looking to cut through traffic and save some cash on fuel?

WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman

46 FIRST RIDE: SUNRA MIKU SUPER TECH SPEC Sunra Miku Super

Price: £3499 (inc. PIMG) Powertrain: Electric hub mounted dual-mode motor Engine: 100% electric FOC Sunra motor Power: 3Kw (c.4bhp) Torque: c.25Nm Top speed: 50mph Transmission: Rear wheel, hub-mounted motor Average range: Max 84 miles (Claimed) Battery: 2 x 72V 20AH Lithium-ion removeable batteries Charge time: 4 hours (UK 3-pin plug) Frame: Steel Suspension: (F) Hydraulic shock absorber (R) Hydraulic shock absorber Brakes: (F) 3 piston hydraulic calliper with 220mm disc. Combined with the rear brake (R) 1 piston hydraulic calliper with 190mm disc and regen capability Tyres: (F) 120/70-12 tubeless (R) 120/70-12 tubeless Seat height: 760mm Weight: 109kg Warranty: (Bike) 2 years / (Batteries) 3 years or 18,000 miles Contact: www.sunra-uk.com

Ever heard of SUNRA before? Until recently, I hadn’t either. It turns out they’re an absolutely massive Chinese firm that’s been around since 1999, which produces over 4.1 million units each year. In recent years it’s cemented itself as China’s biggest selling electric vehicle brand – but now, it’s making waves in the UK, with the introduction of four new electric bikes and scooters.

Recently we got our hands on its MIKU Super mini-bike and took it for a quick blast to see what the fuss was all about.

The Miku’s actually available in two different variants. There’s the 50cc equivalent Max and 125cc equivalent Super. They’re exactly the same, aside from the motor which powers them.

There’s no doubt it's a funky-looking little thing, with dimensions similar to Honda’s much-loved Monkey 125 – and much like the Japanese factory’s compact commuter, the Miku Super is surprisingly easy to get on with for riders on the taller end of the spectrum. Okay, so it’s a pretty cosy set up with little room for long limbs, but I didn’t feel especially oversized or ungainly despite my 6ft 1in frame.

Reassuringly, the max-load is 150kg (23 stone) so it should have no trouble carting around bigger riders.

Stripped back and simple by nature, there aren’t a huge amount of goodies to shout about fitted to the Miku Super.

But what’s there is of a nice quality and user-friendly. The dash is nice and clear with battery life and speed information easily visible. There’s a keyless ignition; an alarm and wheellock as standard; a reverse gear; a USB slot; and even a fingerprint scanner, too. Oh, and you can pair it to your smartphone using the SUNRA app.

Personally, I think the fingerprint scanner’s a bit of a strange addition.

It allows you to register one of your fingers so you can unlock, start and ride the Miku Super without actually having your keys. I guess it’d be useful

if you lost them, allowing you to still get home, but other than that I see no real need for it.

Power comes from a hub-mounted 3000W motor which kicks out a respectable 25Nm of torque and a fairly measly-sounding 4bhp. That said, there’s plenty of nip off the line and whizzing around in town within 30mph and 40mph speed limits, you’ll not feel the need for more power.

When things open up a bit, it’s a slightly different story – and it’s a bit of a slog to get up to the 50mph claimed top speed. There are three power modes which help manage throttle output and clever use of them can help to extend range.

Speaking of which, SUNRA reckons its two 72V 20Ah Lithium-ion batteries should be able to return a maximum range of 84 miles. That’s probably a bit optimistic if you’re a bit too keen with your right hand, but I’ve no doubt it’d cover 50 miles fairly easily without riders taking too much care to preserve battery. If you do end up running it right down, it’ll jump into its ‘eco save’ mode to allow you to crawl home (very slowly). Charging time is a reasonable four hours from a standard UK plug socket using the 2.4-metre cable, and the batteries are able to be whipped out so you can plug them in wherever you see fit. As a result of the double battery set up there’s only a limited four litres of storage, which sits where you’d find the petrol tank on a conventional petrol-powered motorcycle. That said, it’s more storage than many bikers are used to – and there’s room to chuck your phone and wallet in if you fancy.

In and around town, the Miku Super is a pleasure to ride. It’s light, agile and thoroughly flickable, allowing you to bob and weave through traffic and cut though the tightest of gaps, though it’s worth noting that faster corners might result in a few sparks

from the sidestand as it scrapes on the Tarmac. The throttle does take a little bit of getting used to. I found that it was a bit of a struggle to get it to sit at a consistent speed with power either surging or dropping off despite my best efforts to keep my throttle hand as steady as possible. It’s no great problem and I soon adapted, finding myself rolling off and braking deeper into corners to keep things steady, though I expect less experienced riders could find it a little unsettling at first.

The Combined Braking System makes use of disc brakes at the front and rear, which made short work of things, no matter if I was scrubbing off speed or coming to a sharp stop.

Suspension is looked after by a set of USD forks up front and twin rear shock absorbers at the rear. While not exactly a plush ride, there’s a surprising level of comfort and performance on offer, particularly when you consider its diminutive size.

All in all, I was impressed with the Sunra Miku Super. It’s easy to ride, funky looking and affordable – and suitable for learners and commuters looking to get about with as little fuss as possible. There is a lot of competition out there from brands which have been in the UK market for a bit longer than SUNRA – including, but not limited to, Super Soco and Sur-ron – and there’s plenty more on the way, with big and smaller manufacturers alike all after a piece of the ever-growing electric market.

That said, SUNRA’s got a total of 18 dealers across the UK (with more on the way soon) and each machine comes with two years’ unlimited mileage warranty and three-year/ 18,000 miles battery warranty, so at least you know it’ll be easy to get it looked after properly. If you’re considering splashing the cash for a new commuter or learner-legal ride, it’s definitely worth a look.

47

48 FIRST RIDE: SINNIS OUTLAW 125

With its sharp H-D Sportster-inspired styling, could the Sinnis Outlaw be the bike to make learners fall in love with cruisers?

WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman

FIRST RIDE: SINNIS OUTLAW 125 49

Sinnis probably isn’t the first factory you’d think of if you were asked to name a cruiser. That’s no fault of the brand, being relatively new to the game in the grand scheme of things, having only been importing Chinesebuilt bikes and scooters into the UK since 2005. The two biggest names in the game have been around just a little longer, with Harley-Davidson going into business in 1903 and Indian Motorcycle first founded in 1901.

Whilst it might not have the same amount of history or pedigree as the two iconic American firms, Sinnis has managed to build up a solid reputation for its small but mighty collection of learner legal machines, which cleverly balance performance and build quality with value for money. We’ve ridden a selection of its machines over the past few years and have always been impressed; with particular kudos offered to its Terrain 125 and Terrain 380 adventure bikes.

However, there’re also plenty of other successful smaller manufacturers who specialise in learner legal motorcycles

and scooters – and most of them seem to have their own take on a traditional cruiser. So why would you buy the Sinnis Outlaw 125? We spent a couple of weeks with one to find out.

First things first, there’s no denying it looks the business. Sinnis has done a cracking job with the Outlaw's design, with the bright yellow and black paint, chunky rear tyre (it’s all relative), twin shock suspension and low seat sweeping into the sleek fuel tank, all combining to create a seriously stylish overall package. If someone told you Harley-Davidson had just launched a 125cc version of its Sportster and this was it, you’d believe it. I think Sinnis has done a bloody good job.

Okay, so looks aren’t everything, but it’s important that we remember that this is a learner legal motorcycle that’s been built to a budget and is priced as such, so you’ve got to give credit where it’s due.

In true retro-cruiser fashion, the Outlaw is stripped back and simple.

Everything that’s fitted is there by necessity; with no additional goodies

or technological trickery to complicate things (or increase the price). There’s a single speedometer with a fuel gauge; a trip and gear change information (though sadly it only displays speed in kph); a retro-style round headlight; an LED rear light and LED indicators; while security comes in the form of a 70s-style steering lock which uses a separate slot on the steering head rather than the ignition barrel like we’ve become accustomed to in recent years.

Despite its simplicity, the Outlaw is a pleasant place to wile away a few hours. Its 720mm seat is plenty comfortable and accessible for all but the very shortest of riders. The riding position isn’t particularly extreme, with wider bars and footpegs that sit somewhere between typical cruiser and standard street bike ergonomics.

Whilst it might slightly detract from the cruiser aesthetic, I get why they’ve done it… I’ve seen learners really struggle to get on with feet-forward pegs – having problems finding them, having problems changing gear, and

having problems getting their feet back to the ground when coming to a stop. Taller riders shouldn’t have too many issues getting acquainted with the Outlaw either. There’re not bags of room and tight turns might result in a bit of knee-knocking, but I’m 6ft 1in tall with long limbs and size 11 feet, and I didn’t have any serious issues after spending a full day in the saddle. Pillion space is a bit paltry, but if you’re planning on bombing around with a passenger on the bike, there are plenty of other bikes that do the job better than this one.

The Outlaw is powered by a 125cc air-cooled SOHC two-valve fuelinjected motor which kicks out a smooth 10.1bhp and 9Nm of torque.

It’s a tried and tested formula that’s akin to the learner legal engines that were coming out of Japan in the early 90s. It might not be the quickest of 125s on the market, but it’ll happily hold its own in and around town.

As soon as you’re outside of the urban environment, it’s a little less competent – and you’ll need to pin the throttle and maintain momentum to reach 60mph.

While that might sound somewhat limiting if you’re hoping to cover miles on bigger and faster stretches of road, it will manage it – it’s just that it’s much happier bombing around town or blasting along B-roads. The clutch is light, selecting gears from the five-speed box is a doddle, and there’s little to no vibration until you get right to the redline.

Stopping is looked after by a set of linked disc brakes at the front and rear.

They’re not the most sophisticated you’ll see, but providing you give the front a good grab, there’s plenty of bite to pull the compact Outlaw to a halt in a hurry. If you really need to haul up quickly, the best thing to do is use the front and back in unison, but with no ABS fitted as standard,

50 FIRST RIDE: SINNIS OUTLAW 125 you’ll have to be careful should the road conditions be a little sketchy.

That said, I had no issues even when performing emergency stops on wet roads.

It might not look like it with the bronzed remote reservoirs on the twin rear shocks and gaiters on the front forks, but the suspension is strictly basic, although pre-load adjustment at the rear is a nice touch.

Despite the budget nature, the bike

TECH SPEC Sinnis Outlaw 125

Price: £2699 + OTR Engine: 124.8cc air-cooled, singlecylinder, SOHC, two valves Power: 10.1bhp @ 8500rpm Torque: 9.0Nm @ 6500rpm Transmission: Five-speed Fuel Tank: 13 litres Frame: Tubular steel Suspension: (F) Telescopic forks, gaiters (R) Twin shocks with pre-load adjustment Brakes: (F) Disc, 237mm (R) Disc, 210mm Tyres: (F) 90/90-18 (R) 140/90-15 Seat height: 720mm Weight: 141kg Warranty: 2 years Contact: www.sinnis.co.uk

performed well in pothole-laden towns and on country roads chewed up by tractors, offering good levels of comfort without being so soft as to compromise handling. Speaking of which, the Outlaw handles well.

Cruisers aren’t exactly renowned for their corner-carving capabilities, but it performs well enough when the going gets twisty, with light steering aided by the wide-ish bars, meaning it’s easy to throw into corners with

confidence. The Chen Shing tyres do a decent job of finding grip too, even when conditions are far from ideal – though it did take me a bit of time to have any real confidence in them.

How about fuel consumption?

In my hands, the Outlaw managed to return a respectable 90mpg.

Considering I spent most of the time in the saddle with the throttle pinned, I think it’s a decent effort, and it means you’d be able to cover

close to 200 miles from a single trip to the petrol station to top up its 13-litre fuel tank.

Priced at a competitive £2699, the Outlaw is bang on the money when it comes to the competition.

Its own Hoodlum cruiser might be a few hundred quid cheap at £2399, while Lexmoto's ZSB is close to £1000 cheaper at just £1799, but in my opinion neither of them have the same head-turning appeal as the

Outlaw. It looks great, handles well, is cheap to run – and it even comes with a two-year parts warranty and a year of parts, labour and breakdown cover. Not bad, right?

It might not be the fastest or best finished 125cc motorcycle on the market, but if you’re a budget-conscious commuter or a fashion-focused learner (or some combination of the two), it's got to be worth a look.

51

Biker Friendly Guide You’ve been in the motorcycle equivalent of double hibernation... not just the usual winter inactivity, but also the Covid-enforced closures of so many favourite places.

So now you want to be out and about, riding those roads, feeling your bike run beautifully and the bugs splat on your visor. On your own or as part of a group, it’s what we live for.

We’re sure you will have your favourite route, but if you are looking for a few ideas on where else to go, what to do, where to chat to likeminded folk and perhaps just have a great brew at a place which guarantees a warm welcome, then these are the pages for you.

You can always find some interesting roads to and from any of these great venues, and it’s also worth bearing in mind that when you get there, chances are you’ll find some fellow bikers keen to chat about your machine, your route... and share their own experiences too.

As you can see from the map, there are cafes, bars and venues all around the UK which are perfect for a visit.

3 So go on, support these venues which love their bikers... get out there and pay them a visit, you will not be disappointed!

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52 QUICK SPIN

BMW S1000R

If you have read my last review of the Ducati Supersport S, you know I had some trouble with the snapped clutch cable. Due to Brexit, Covid and a few other excuses, it took ages to get a new one. In the meantime, I was lucky enough to have a backup motorcycle in the shape of a BMW S1000R Sport. This particular beemer is a 2018 model, the old shape with odd headlights. Or, as its owner likes to affectionately refer to it, ‘A face only a mother can love but goes like the clappers.’

I must say I am not a fan of the oddshaped front lights. I am not OCD by any stretch of the imagination, but a matching left and right side of the face is more appealing to me.

The good thing about riding a motorcycle, though, is that you don’t actually get to see that face very often.

In fact, the S1000R is so much fun, you forget about the uneven facial features immediately.

After a tentative start I was soon impressed by its brilliant handling.

The flat, wide handlebars offer so much leverage it feels like the bike is carrying you around the corner without much input from the rider.

The power delivery is smooth and consistent, and so rapid! The bike is a naked model so it feels even faster because there is little wind protection.

The bike I rode has a slightly larger after-market screen fitted, although I’m not convinced it’s making a big difference to the wind deflection. It is not just the feeling of it being fast, the dial on the speedo confirms that it doesn’t like to hang about.

This isn’t really a surprise with the 1000cc 16v inline-four engine delivering 160bhp and the bike weighing just over 200kg. Being used to my v-twin engine with superb engine braking, it was quite a novelty to be using brakes for slowing down. Getting back up to speed was effortless and no need for revving excessively when you need that extra bit of power.

I had to make a trip that included some miles on a motorway with the average speed limit cameras for a long stretch and, man, was I grateful for the cruise control. It is easy to work out on the go, but it does surprise you a bit with its jerkines. Once you set

the speed it seems to ‘jump ahead’ to it so you feel the pull of the bike underneath you. And as soon as you touch the brakes or switch the cruise control off it slows down instantly.

The first time this happened my nose almost touched the helmet visor. Then I learnt to brace myself!

The bike I rode is fitted with the Akrapovic exhaust which looks and sounds amazing. This comes as standard on the Sport model. The footpegs have been swapped for BMW HP which I didn’t like as my feet seem to slide off it too easily, especially in the rain. Speaking of the weather, there is something about the S1000R that just makes you feel secure and confident as you take a corner even when it’s covered in water.

You can imagine just what joy it is to ride this bike in dry weather if it performs this well in the rain! The cornering took on a new fun factor for me; the bike leans over, sticks to the road and spits you out on the other

Who’s Maja Kenney?

Maja is an adventurer by heart.

From a young age she thrived on the unknown, pushing the boundaries and exploring new frontiers whether in travel or in business. Her zest for life and adventure is contagious and inspiring. She is running a motorcycle tour business,

sharing her passion for travelling on two wheels and exploring the beautiful roads worldwide.

Originally from Slovenia, she has made North Wales her home for the last 20 years. Join Maja on one of her tours at www. majasmotorcycleadventures. co.uk

side with a grin on your face, and like a child on a rollercoaster, there’s the desire to do it again and again!

The height of the bike surprised me, though. It is higher than it looks and I was slightly unnerved by the fact that I couldn’t put my feet flat on the ground. At 5’6” I wasn’t exactly on my tiptoes but I was a bit more conscious of finding stopping places that were as flat and even as possible.

For the longer journey I went on, I replaced the pillion seat with the Hepco&Becker Sportrack to accommodate my trusty 30-litre Kreiga bag.

This worked well for my three-day tour where the bag was strapped securely and made no impact on my riding style or the bike’s performance.

Whilst not fitting in the touring bike category, it is a rather comfortable ride even on long journeys.

It is comforting to know that the BMW comes with lots of modes from Rain, through to Dynamic pro, ABS, and anti-wheelie function that is like a little angel sitting on your shoulder in case you get over-excited with the throttle.

It is true, I never turned around when I parked it to admire its looks. It won’t win any beauty contests but it sure makes up for it in the fun factor and just for that, I can’t wait to ride it again!

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For Sale

ARIEL VB600 CUSTOM unique bike is handbuilt in the style of an Indian Scout, engine, gearbox, magneto wheels etc rebuilt to high standard, Modern 12V electrics and switches, new gel battery, was used locally last summer for shakedown and runs lovely, and starts quite easily, sounds great with the Harley fishtail silencer, attracts attention wherever she goes, details on request £5200 Tel. 07922 055100. Email. dez123424@gmail.com AJS R12 1930, 250cc, two port engine, original reg and logbook, same engine and frame numbers, original motorcycle, last used Banbury Run, 1962, some spares, contact for more details, £7850. Tel. 02088 944704. Surrey.

BMW GS650, very low mileage, 3400 miles, MoT, service history, two owners from new, very good condition, £4250 Tel. 07860 610838.

BSA A7 1953, many years in long term ownership, older restoration, good condition, all working order Tel. 07890 920938. Derbyshire. Email. martinharling@hotmail.com

KTM 390 ADVENTURE September 2020, standard bike, very good condition, 1800 miles but may rise as in use, always garaged, £4200 Tel. 07710 944140.

BULTACO SHERCO 1999 trials bike, 250cc, in nice condition, had a recent full engine rebuild, some clothing and could deliver reasonable distance for cost, £1750 Tel. 01743 860362.

TRIUMPH STREET TRIPLE 2009, lots of extras: fat bars, CNC levers and fluid reservoirs, good tyres, chain and sprockets, just had over £500 spent to renew stator and rectifier, underseat exhaust makes it stand out, suspension set up professionally, couple of stone chips on right hand side of tank, MoT, £3000 Tel. 07949 239336. Email. stephen.lee57@ yahoo.co.uk

KAWASAKI J-125 beautiful scooter of Kawasaki in white, unfortunately had an attempted robbery, all damaged parts repaired by a garage also had Kawasaki scanned, bike kept well wrapped, logbook and two keys & MoT available, keys are not original as had to be changed with the new barrel, mileage 6283, £3300 Tel. 07939 446631.

BMW R100RT sidecar, 1981, on Sorn, £5000 Tel. 07776 084489.

HINCKLEY TRIDENT 900 1992, been stood (garaged) for a number of years, non runner, advised that carbs need refurb, 15,000 miles, serviced at 12,000 miles, overall very good condition, £1200 ono Tel. 07580 110529. Evesham.

TRIUMPH BONNEVILLE 2018, black and chrome, less than 7000 miles, nice handler, traction control, USB phone charger, over £600 spent on extras, full history, immaculate condition bought from new, £6500 Tel. 07961 826529. Suffolk.

TRIUMPH TIGER 1200 XRT, 2020, FTSH (warranty ends end of 04/2022), never ridden off road, top line model with all the bells & whistles inc: heated seats, heated grips, electric adjustable screen, full touring panniers & top box (+ passenger back rest) including Triumph’s inner waterproof roll bags for panniers and top box with shoulder straps, lean angle headlights + additional driving lights, Arrow exhaust, quick shifter, £11,295 Tel. 07941 782556.

HONDA GOLDWING 1988, 1500cc, blue all original, new tyres, tall screen, few extras, £3300. Tel. 07778 997383.

Middlesex.

YAMAHA XT250 SEROW 2008 Gold wheel model, 9500 miles, super clean condition, new tyres, brakes, chain & sprockets, MPH speedo, FMF exhaust & standard, bash plate, K&N filter, stainless nuts & bolts, must be seen, very nice usable duel sport, £4300 ono, cash on collection only Tel. 07955 233448.

YAMAHA YS-125 as good as it gets, a nice almost new bike in black, has it’s 600th oil change and serviced, only 826 miles, top box and base might be offered, very economical smooth ride, all papers and two keys available, bike kept well wrapped in Canning Town, London, may deliver once agreed, any enquiries please don’t hesitate, £2850 Tel. 07939 446631.

YAMAHA YZF R6 2005 5SL Model (USD forks) presented in very good clean condition, always kept in garage, dry weather rides only, colour coded rear hugger, 19,235 miles and includes 3 keys (including the red), the Owners Manual, Haynes Manual & some service receipts, some old MoT test certificates as well as a full 12 months MoT, £3950 Tel. 07787 767727.

SYM MAXSYM 400cc, only 9400 miles, lovely condition, MoT March 2021, £1850. Tel. 01492 534158. North Wales.

HARLEY-DAVIDSON XL883 2007, Sportster, Pewter silver strong engine, no oil leaks, Hagon rear shocks, slash cut exhaust, sounds & goes really well, 87,000 miles, MoT, well maintained, just serviced, can tell you full history, one owner, leather custom flame seat, Sissy bar & rear rack, Avon chrome tyres, £3895 ono. Tel. 07704 343331. Stockport HONDA DEAUVILLE 2007, V-twin in black, excellent low mileage, high specification tourer in reasonable condition, built in panniers (one side needs the catch repaired and is secured with a rok strap) matching factory top box, ABS linked brakes, will come with new MoT £2250. Tel. 07837 549730.

HONDA NTV650 1996 Squire ST2 sidecar, MoT Oct 2022, new tyres, 30,000 miles, fitted child seat, original included, tounea cover, frame no hood, reliable outfit, £2200 ono Tel. 07513 273758. Northumberland.

HONDA VFR/200FD 2014, metallic red, fsh, very good condition, 24,000 miles, opt topbox, Givi rack, £5250. Honda CB750/4 KZ, 1979, black, serviced 8750 miles, wires, dry stored, new tyres, £5250. Black XL leather jacket (new) 44/46, £65. L/boots Alpinestar (used) size 10, £45 Tel. 07759 607498.

East Berks.

HYOSUNG GT650 2018, 2656 miles, two owners from new, MoT 10/02/23, new tyres (200 miles), new chain and sprockets, excellent runner, £1750. Tel. Email. stephen. lee57@ yahoo.co.uk KAWASAKI Z1300 1985-1989 parts igniter box, ref/rec fuse box switch gear, new gaskets, air box, indicators starter motor.

Camping trailer ERO 5x4 with lights and cover, £140 ono Tel. 01543 370720.

SYM JOYMAX 2013, 278cc in white pearl, fsh new rear Dunlop, 12,800 miles, mint condition, two keys, new MoT at sale, ace Maxi scooter no winter use, £1599. Tel. 07784 499299. South Yorkshire.

KAWASAKI Z250T GPZ305 clutch basket, also new clutch kit and Z200 tail light, clocks, seat, a ER5 pannier bars Tel. 07425 716876. West Yorkshire.

SUZUKI BURGMAN 2015, 400cc, maxi scooter, Givi Rack, 14,000 miles, fsh, one owner, new scooter forces sale, nice condition, colour black/grey, no winter use, garaged, 2 keys, 15 reg, £2999. Tel. 07784 499299.

Doncaster.

YAMAHA TDM850 H reg, very tatty, spares/repair, £500.

Yamaha XJ900 Diversion spares/ repair, £450. Swap for Mobylette, Maxi, RM6 etc, collection East Somerset, did I mention these are tatty, non runners. Tel. 07474 128407. Somerset

Parts For Sale BSA 6 spring clutch, £80.

BMW GS blue & white Baglux + tank cover GS1150, £20.

BSA A65 tank badges, £40.

BSA A10 Rocker box + rockers, £50. BSA A10, rocker box, £25. BSA Goldstar, inner chain case, £40 Tel. 07968 390994. West Midlands. Email. tonydarley470@gmail.com GIVI QD PANNIER rails and rear rack, including M5 plate, for Yamaha Tracer 900 MK1, 20152017. Givi part nos SR2122 & PLR2122, with instructions and fitting kit, £120 plus postage or free collection in Hornchurch, Essex. I’ve bought a MK2 Tracer 900 Tel. 07889 828410.

HONDA BROS Showa rear shock, rebuilt, £80. Honda NTV 600/650 photocopy workshop manual, £20 Tel. 01282 816306. Lancs/Yorks Border.

HONDA FORZA SCREEN for 2015 Forza 300 as new, £45.

Cargo Endurance tank bag, little used, £25 Tel. 01492 534158.

North Wales.

HONDA NT650V Deauville spares for sale, ancillaries only Tel. Simon 01784 461961.

Surrey.

MOTO GUZZI V7, 2009 on, gel seat, used twice as new, black, £70. Tel. 07796 668007.

PARTS FOR HONDA CB250/350 K series, ring for details Tel. 01291 423392. South Wales.

Choose one of the following methods:

1 2 3

ONLINE www.morebikes.co.uk EMAIL freeads@morebikes.co.uk POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

SUZUKI GSF600 Bandit, new pair of footpegs, £12. New rear brake pads, £8. New clutch switch, £2.50 can send pictures. Black leather waistcoat size large, £20, Ami London, like new condition.

Suzuki Bandit gear lever, £20 Tel. 07704 343331. Stockport.

SUZUKI GSXR1100 1985 to 1992 engines, crank cases, engine cases, clutch baskets, clutch plates, starter motors, flat slide carbs, other parts available Tel. 01543 370720.

TRIUMPH BONNEVILLE 1200cc rear rack, part no A9758191 as new, very little use, £50 ono plus postage Tel. 07823 503348.

Midlands.

TRIUMPH BONNEVILLE 1200cc leather panniers, complete unused with fittings, all new condition, £100 plus postage, genuine Triumph parts Tel. 07823 503348. Midlands.

YAMAHA XJR1300 mirrors for sale: oblong chrome type, unused and boxed as new (could fit other bikes with same thread) bargain £15 pair. Also lightweight waterproofs, unused, £12 Tel. 07504 327299. South Devon.

Wanted BSA BANTAM front wheel wanted, ideally with a 21” rim, wanted for a trail bike project, willing to travel to collect Tel. David 01256 321436; 07436 002647. Hants. Email. thehubbards1954@hotmail.com DESPERATELY SEEKING 125cc Sachs six speed engine to for a Wassell rolling chassis or similar 2 stroke engine to fit frame, condition unimportant but ideally complete, willing to travel to collect Tel. David 01256 321436; 07436 002647. Email. thehubbards1954@hotmail.com VINTAGE LEATHER JACKET with or without patches, Aero, Aviakit, Lewis Leathers, D Lewis, good price paid, Barbour and Belstaff waxed cotton also Tel. 07788 636027 eves Cambridge.

WANTED rear carrier for Yamaha RS100, 1978, fair price paid for a good one. Tel. 01489 602679.

Hampshire.

WANTED SUZUKI RV125 the four stroke one, any condition Tel. 01291 423392. Sth Wales.

Miscellaneous CLASSIC BIKE MAGAZINE BINDERS wanted, dark red, nylon Cordex retention system, (magazines not required but will take if necessary) will pay upto £10 each Tel. Mark 01295 259682.

HONDA CB500X 2020 Hepco and Becker rear rack with alu rack base as new, £80. Tel. 01978 842243. Wrexham.

EXCHANGE RENAULT MEGAN 1.6 Coupe, year 2000, 62,000 miles, yellow, extensive overhaul, full service history, full body kit, new tyres, alloys for old moped, small type motorcycle, what have you? cash either way Tel. 07510 072447. Wiltshire.

RETIRED MECHANIC/BIKER selling up: Davida carb balancing kit. Mens plus womens clothes helmets, boots + more. Books, manuals, tools + more, ring for more information Tel. 01780 764351. Stamford.

RST BLACK DENIM Kevlar jeans, removeable knee protection, roomy 30” waist, regular cut, long leg, little use, £50 Tel. 01282 816306. Lancs/Yorks border.

SMALL TOP BOX with keys and fitting kit, windscreen, fixes to headlamp, screws of round headlamp, free delivery within 30 miles, £10 each Tel. 07786 298701. West Yorkshire.

SPANISH ROAD RACING Motorcycles, 1945-85. Norton Dominator history. Kawasaki Fours. Classic Kawasaki Motorcycles, £15 each. MZ Story, new, £17.50 all Mick Walker. BSA Goldstar and other singles Roy Bacon, £20 Tel. 01484 663007. West Yorkshire. dougandbabs49a@gmail.com SYDNEY TO LONDON Long Ride Home on Honda 105cc Australian Post Bike. Running towards the Light. Journey Across American on Honda Post Bike, both signed

by Author, £25 each Tel. 04184 663007. West Yorkshire. Email. dougandbabs549a@gmail.com TWO BLACK PANNIERS for Triumph Tiger 955i, £145. Tel. 01943 600335. West Yorkshire.